JPH0429913B2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a method for removing a clutch for a vehicle, and more particularly to a method for removing a clutch mounted on a front-engine, rear-drive vehicle using a pull-type clutch cover.

[Conventional technology]

As shown in FIG. 14, a normal vehicle clutch has a structure in which a clutch housing 2 is fixed to a cylinder block 1 of a vertically mounted engine with bolts 3, and a push-type clutch cover 4A is attached inside the clutch housing 2. It is becoming. In front-engine, rear-drive vehicles (FR vehicles) equipped with a clutch that uses this push-type clutch cover 4A, when removing the clutch and transmission, first remove the clutch housing 2 from the cylinder block 1. Remove bolt 3 from the book. Next, pull the clutch housing 2 and transmission case 5 toward the rear of the vehicle. Then, the engagement with the pilot bearing 7 supporting the tip of the transmission input shaft 6 is removed, and the vehicle front end surface of the outer spline 6a on the input shaft 6 is made closer to the vehicle rear end surface of the inner spline 8a on the clutch disk 8. slide the input shaft 6 until it is located at the rear of the vehicle (to the right in the figure), and then disengage the spline portion between the input shaft 6 and the clutch disk 8. Further, by sliding the input shaft 6 and the clutch disk 8 toward the rear of the vehicle beyond the rear end surfaces of the vehicle, the clutch and transmission can be removed from the cylinder block 1 and taken down from the vehicle. Further, a clutch having a structure using a pull type clutch cover 4B as shown in FIG. 15 is known (for example, Japanese Patent Laid-Open No. 157519/1983). A clutch using this pull-type clutch cover 4B has a release direction opposite to that of the push-type clutch cover 4A shown in FIG. 14, so the release bearing 9a and Release hub 9
b must be integrated with the clutch cover 4B (specifically, the diaphragm spring) using a snap spring or the like. In an FR vehicle equipped with a clutch that uses the pull-type clutch cover 4B shown in Fig. 15, when removing the clutch and transmission, remove the multiple bolts 3 in the same way and remove the clutch housing 2 and transmission case. Pull 5 toward the rear of the vehicle. Then, by disengaging the tip of the input shaft 6 and the pilot bearing 7, and sliding the input shaft 6 until it is positioned further toward the rear of the vehicle (to the right in the figure) than the rear end surface of the release hub 9b, The clutch and transmission can be removed from the cylinder block 1 and removed from the vehicle. In addition, when focusing on the clutch and transmission that use the pull-type clutch cover mentioned above, the structure that makes it possible to install and remove the clutch housing is to divide the clutch housing into upper and lower halves, and to connect the transmission input shaft to the axis. Divide into two in the direction,
It is known that the release fork is of an external fulcrum type, and the fulcrum part is detachable from the outside.

[Problems to be solved by the invention]

In the case of a clutch using the push-type clutch cover 4A shown in FIG. 14 mentioned above,
Since the clutch disk 8 is held on the engine side, a large sliding amount _S3 as shown in FIG. 14 is required to remove the clutch and transmission from the cylinder block 1. Therefore, between the clutch housing 2 and the transmission case 5 and the body (specifically, between the clutch housing 2 and the dash panel and floor tunnel part, and between the transmission case 5 and the support member boss part), It is necessary to secure enough space to accommodate the above slide. However, in FR vehicles (particularly passenger cars), due to vehicle configuration considerations such as the shift position of the transmission and securing space around the pedals, the clutch housing 2 and the clutch panel D, as shown in Fig. 16, and the clutch housing 2 and the floor tunnel section are F. In some cases, only a small gap s ₀ (for example, about 40 mm) can be secured between the transmission case 5 and the support member boss (not shown). However, in a vehicle where only a small gap can be secured between the clutch housing 2 and the transmission case 5 and the body described above, due to the vehicle configuration, it is recommended to install a clutch using a push-type clutch cover 4A shown in FIG. 14. is first of all impossible. In other words, it means that the clutch and transmission cannot be attached or detached while the engine is mounted on the vehicle. In this regard, in the case of a clutch using a pull-type clutch cover 4B shown in FIG. 15, a release hub 9b carrying a release bearing 9a is
is connected and held to the clutch cover 4B side, so the clutch and transmission are connected to the cylinder block 1.
In order to remove it from the holder, a larger sliding amount _S4 is required as shown in FIG. Therefore, especially in a clutch using this pull-type clutch cover 4B, the clutch and transmission cannot be removed while the engine is mounted on the vehicle, and this is not practical due to the vehicle configuration. It is also possible to tilt the cylinder block 1 together with the clutch and the transmission toward the rear of the vehicle, but the rear end surface of the cylinder block 1 would interfere with the dash panel D. Furthermore, with the above structure, the housing structure becomes complicated and the number of component parts increases, leading to a significant increase in manufacturing costs. Furthermore, since the above structure requires a means for connecting the input shaft, the structure becomes complicated and the number of components increases, and the axial dimension of the clutch (total length of the clutch housing 2) increases. It needs to be longer than the conventional type, making it difficult to attach and detach from the vehicle. In addition, with the above structure, the length of the release fork is longer than that of the middle fulcrum type, so the rigidity of the release fork is insufficient and the pedal stroke increases accordingly, which is a factor that worsens the clutch operation feeling. increase. Therefore, an object of the present invention is to reduce the amount of sliding toward the rear of the vehicle when removing a clutch cover for a vehicle using a pull-type clutch cover, without significantly increasing the number of component parts. and to facilitate the work of attaching and detaching the transmission.

[Means to solve the problem]

Therefore, the present invention adopts the following configuration as a means for solving the above-mentioned problems. That is, in the vehicle clutch using the above-mentioned pull type clutch cover, the present invention first removes the dust cover that blocks the pair of left and right working holes drilled in the clutch housing, and then releases the middle fulcrum type release from the working holes. Take out the fork outside, then remove the bolts fixing the flywheel and clutch cover assembly to separate them, and slide the clutch cover assembly and release hub along the bearing retainer of the transmission. Position it toward the rear of the vehicle, then remove the bolts that fix the clutch housing to the cylinder block, pull the transmission together with the housing toward the rear of the vehicle, and slide it by the length of the engagement between the pilot bearing and the transmission input shaft. It is characterized in that it can be removed from the cylinder block by unfitting the two. Specifically, referring to FIGS. 1, 11, and 12 as examples, the vehicle clutch is a clutch fixed by a first bolt 11 to a cylinder block 10 of a vertically mounted engine. A housing 12, a dust cover 54, 55 that closes a pair of left and right working holes 14, 15 opened in the housing 12, and a puller fixed to the flywheel 16 by a second bolt 19 within the housing 12. Type clutch cover assembly 20
a release hub 30 carrying a release bearing 31 coupled axially to the clutch cover assembly 20;
A transmission bearing retainer 29 that supports the transmission so as to be slidable in the axial direction, a center-point type release fork 40 that slides the release hub 30, and a release fork 40 that penetrates the bearing retainer 29 so that its tip is in contact with the center of the flywheel. The transmission includes an input shaft 24 rotatably supported by a pilot bearing 25, and a clutch disk 27 spline-fitted onto the input shaft 24. To remove the clutch, first remove the dust covers 54 and 55, and then take out the release fork 40 from the working hole 14. Next, remove the second bolt 19 to separate the flywheel 16 and clutch cover assembly 20, and slide the clutch cover assembly 20 and release hub 30 along the bearing retainer 29 to position them toward the rear of the vehicle. . Furthermore, remove the first bolt 11 and remove the housing 1.
2, pull the transmission toward the rear of the vehicle, slide it by the fitting length _S1 between the pilot bearing 25 and the input shaft 24, and remove them from the cylinder block 10 by disengaging them.

[Effect]

According to the above-mentioned means, the second bolt 19 is removed from the working holes 14 and 15 of the clutch housing from the outside, and the flywheel 16 and the clutch cover assembly 20 are separated.
When the clutch cover assembly 20 and release hub 30 are slid toward the rear of the vehicle along the bearing retainer 29, the clutch cover assembly 20 and release hub 30 are held on the bearing retainer 29 as shown in FIG. Further, at this time, the clutch disk 27 is held on the input shaft 24 of the transmission. Therefore, only the flywheel 16 is held on the cylinder block 10 side of the engine, and in order to remove the clutch and transmission from the cylinder block 10, it is necessary to remove the pilot bearing 25 on the flywheel side and the input shaft 24 of the transmission. All you have to do is unmate the tip. Therefore, the amount of sliding toward the rear of the vehicle required for the above-mentioned removal is only the fitting length _S1 between the pilot bearing 25 and the input shaft 24, which is extremely small.

[Embodiments] Hereinafter, embodiments of the present invention will be described in detail based on the drawings. 1 to 9 show a vehicle clutch to which a method for removing a vehicle clutch according to an embodiment of the present invention is applied. Fig. 1 is a vertical cross-sectional view showing the assembled state of the clutch cut along a plane including the release fork, Fig. 2 is a view of Fig. 1 seen from the rear of the vehicle, and Fig. 3 is an enlarged longitudinal cross-sectional view of the release hub. Figure 4 shows the − of Figure 3.
5 is an enlarged external perspective view showing the fork support and its attached members; FIG. 6 is an enlarged view of the release fork showing a partial cross section as seen from the rear of the vehicle; FIG. The figures are a side view of the release fork shown in FIG. 6, FIG. 8 is an enlarged perspective view of the left dust cover, and FIG. 9 is an enlarged perspective view of the right dust cover. In addition, the second
The input shaft and front bearing retainer of the transmission are omitted from the drawing for ease of understanding. In the figure, reference numeral 10 indicates a cylinder block of a so-called vertical engine in which the axis of the crankshaft is arranged in the longitudinal direction of the vehicle, and 12 indicates a cylinder block 1.
The clutch housing 13 is fixed to the rear end of the clutch housing 12 by four bolts 11, and the transmission case 13 is fixed to the rear end of the clutch housing 12, respectively. The clutch housing 12 has a pair of left and right working holes 14 and 15 for easily attaching and detaching the clutch and transmission, which will be described later, from the outside. The positions of the working holes 14 and 15 are advantageously located below the center of the clutch housing (the center of the clutch) from the viewpoint of workability and vehicle construction such as space with the floor tunnel portion when mounted on the vehicle. In addition, the working holes 14 and 15 must be large enough to allow at least one hand to be inserted into them, and the number of working holes must be at least two so that the work can be done with both hands. It is necessary that the fixing bolts are removable. Then, within the clutch housing 12,
A flywheel 16 is fixed to the end of the engine crankshaft 18 by bolts 17 in a well-known manner, and is adapted to rotate together with the crankshaft 18. This flywheel 16 has a first
As shown in the figure, a clutch cover 21 is fixed with six bolts 19. A diaphragm spring 22 and a pressure plate 23 are incorporated inside the clutch cover 21 together with other structural members to form a pull-type clutch cover assembly 20. Although not shown, a positioning dowel pin is driven between the flywheel 16 and the clutch cover 21. On the other hand, the input shaft 24 of the transmission is disposed at the rotation axis of the clutch with its tip supported by a pilot bearing 25 so as to be rotatable relative to the center of the flywheel 16.
A spline 2 formed on the outer periphery of this input shaft 24
A hub 27a of the clutch disk 27 is supported by the clutch disk 4a so as to be slidable in the axial direction and not relatively rotatable. The facing 27b of the clutch disk 27 is strongly held between the flywheel 16 and the pressure plate 23 based on the mounting load of the clutch cover 21, that is, the set spring force of the diaphragm spring 22. As a result, torque can be transmitted between the flywheel 16 (including the clutch cover 21 and pressure plate 23 which are integrally connected thereto) and the input shaft 24 via the clutch disc 27. It should be noted that the clutch cover 21 and the pressure plate 23 are connected to each other so that torque can be transmitted using a well-known cordal strap (not shown) and that they can be displaced relative to each other in the axial direction. Further, a rivet 28 shown in FIG. 1 is attached between the clutch cover 21 and the pressure plate 23. This rivet 28 is attached to the front of the pressure plate 23 in the axial direction (left side in the figure) by the diaphragm spring 22 when the bolt 19 is removed.
This is to restrict the movement of the clutch cover 21 and the pressure plate 23 within a predetermined range, and to prevent plastic deformation of the chordal strap that connects the clutch cover 21 and the pressure plate 23. Further, a release hub 30 carrying a pull-type release bearing 31 slides in the axial direction on the outer periphery of the cylindrical portion of the front bearing retainer 29, which is arranged concentrically with the input shaft 24 and fixed to the front surface of the transmission case 13. possible to assemble. An axial clearance S2 sufficient to remove the dowel pin between the flywheel 16 and the clutch cover ₂₁ is preset between the front end surface of the large diameter portion of the bearing retainer 29 and the rear end surface of the release hub 30. The outer race of the release bearing 31 is connected to the diaphragm spring 2.
It is secured to the tip of the lever 2 (periphery of the center hole) by a snap spring via a resin washer plate and a wave washer. As shown in FIGS. 3 and 4, the release hub 30 has a flange 32 formed on its outer periphery that comes into contact with a release fork, which will be described later, and the outer periphery of the engagement portion with the release fork is particularly shaped as shown in FIG. Two parallel surfaces (hereinafter referred to as hub surfaces) as shown in
It is said to be an octagon with 33 points. This hub surface 3
3 has an interval W ₁ , and the corner where the hub surfaces intersect is formed as a partial cylindrical surface 33a concentric with the central axis O of the release hub 30 (clutch center). Note that 34 and 35 shown in the figure are an annular projection for positioning the release bearing 31 in the axial direction and an annular groove for attaching a snap spring. Further, a fork support 36 having an external shape as shown in FIG. 5 is fixed to the inner wall of the clutch housing 12 by two bolts 37. This fork support 36 includes a hook portion 38 whose open portion is located in a direction facing the left working hole 14 (diagonally downward). Further, both bolts 37 serve to tighten the fork support 36 and at the same time to fix a fork spring 39 formed using a plate spring material as shown in FIG. 3. The middle fulcrum type release fork 40 is the sixth
As is clear from the figures and Fig. 7, one end is provided with a bifurcated arm, and one of the distal ends (left side in Fig. 6) 41a is the other (right side in Fig. 6) 41a.
A chamfer 41 is formed at the tip of the arm that is longer than b by l and engages with the hub surface 33 of the release hub.
c, 41d are formed. Further, the release fork 40 is formed with arcuate surfaces 42a and 42b that come into contact with the flange 32 formed on the release hub 30. In addition, arm tips 41a and 41b
The opposing surfaces between the two are mutually parallel engaging surfaces (hereinafter referred to as fork surfaces) 43a and 4 with an interval W ₂ .
3b. This interval W ₂ is set to be slightly larger than the aforementioned interval W ₁ between the hub surfaces 33 (for example, so that a gap of about 0.5 mm exists). Further, a hemispherical groove 44 is formed at the end of the release fork 40 on the opposite side from the forked arm to receive a push rod end of a release cylinder, which will be described later. Furthermore, a fulcrum pin 45 is passed through the bases of both arms between them, and E
It is fixed by a ring 47 without play. Furthermore, a partially cylindrical bulge 48 centered on the axis of the fulcrum pin 45 is formed at the bases of both arms supporting the fulcrum pin 45, respectively. The fulcrum pin 45 is rotatably supported by the hook portion 38 of the fork support 36, as shown in FIG. In this state, the arm tips 41a and 41b are assembled to the release hub 30 so as to sandwich the outer periphery thereof from both sides. In this state, the bulges 48 formed at the bases of both arms are received by the fork springs 39, and the release fork 40 is biased toward the left in FIG. As a result, the fulcrum pin 45 of the release fork 40 is pressed against the hook portion 38 of the fork support 36, and the arcuate surfaces 42a, 42b are pressed against the flange 32 of the release hub. In this assembled state, the release fork 40 is stable,
It will not fall off from the fork support 36. Note that the release fork 40 is arranged so that the longer arm tip 41a is located upward, as shown in FIG. Furthermore, a release cylinder 50 of a hydraulic clutch release system is inserted into a through hole (cylinder mounting hole) 26 formed in the inner wall of the clutch housing 12, and is fixed with two bolts 51. One end of the push rod 52 of the release cylinder is in contact with the groove 44 of the release fork inside the clutch housing 12, and the other end is in contact with the piston 53. 8 and 9 show the clutch housing 1
Dust covers 54 and 55 made of iron plates are shown that close the pair of left and right working holes 14 and 15 opened at the bottom of 2. The dust cover 54 on the left side shown in FIG.
is welded, and a long hole 542 is provided at its right end. Then, the claw portion 541 is engaged with the peripheral edge of the working hole 14 by its spring action, and the elongated hole 5
It is attached to the clutch housing 12 with two bolts 56 (FIG. 2) that pass through the clutch 42. Also,
A sealing sponge 543 is provided on the inner surface of the periphery of the dust cover 54 that contacts the outer surface of the periphery of the working hole 14.
is glued. Further, the dust cover 54 is formed with a suction port 544 that bulges downward, and an extension portion 545 that covers the opening of the suction port. On the other hand, the right dust cover 55 shown in FIG.
A separate claw portion 551 that engages with the inner surface of the peripheral edge of the working hole 15 in the clutch housing 12 is welded to the inner surface of the right end thereof, and a long hole 552 is provided at the left end thereof. Then, insert the claw portion 551 into the working hole 1.
The two bolts 57 (the second
(Fig.) is attached to the clutch housing 12. Furthermore, a sealing sponge 553 is adhered to the inner surface of the peripheral edge of the dust cover that is in contact with the outer surface of the peripheral edge of the working hole 15. Furthermore, dust cover 5
5 is formed with a downwardly bulging discharge port 554,
Further, an extension portion 555 is formed to cover the opening of the discharge port. Then, the inlet 54 of the left dust cover 54
4 is provided at a position shifted toward the rear of the vehicle from the exhaust port 555 of the right dust cover 55, and its width is set wide. Thus, the dust covers 54 and 55 prevent muddy water from entering the clutch housing. At the same time, as the clutch cover assembly 20 etc. rotates, the direction of rotation (counterclockwise in FIG. 2)
Conversely, low-temperature outside air is sucked in through the intake port 544 formed on the left dust cover 54, and high-temperature air is discharged from the inside through the exhaust port 554 formed on the right dust cover 55, thereby ventilating the inside of the clutch housing. It is designed to cool down the air. At this time, in order to avoid heat damage from the engine exhaust pipe (not shown), the release cylinder 50 side located on the lower left side becomes the intake side, and the release cylinder 50 side is placed on the lower left side.
0 (especially the internal piston cup) can be reduced. That is, the intake and exhaust ports of the clutch are originally determined by the direction of rotation of the engine, and the release cylinder 50, which is relatively sensitive to heat, is placed in an environment where high-temperature air inside the clutch is discharged. However, since the shapes of the dust covers 54 and 55 are devised as described above, the release cylinder 50 is advantageously placed in an environment where low-temperature outside air gathers. In addition, the reference numeral 49 in the figure indicates the clutch housing 1.
It is an end plate that covers the lower half of the 16th
The cylinder block and clutch housing shown in the figure are connected together with the mounting bolt of a stiffener 1s which is used to improve the joint strength. In the vehicle clutch release mechanism configured as described above, when the clutch pedal (not shown) is depressed, hydraulic pressure is supplied from the master cylinder (not shown) to the inside of the release cylinder 50.
Piston 53 moves to the left in FIG. Then, the release fork 40 rotates clockwise in FIG. 1 about the fulcrum pin 45 with respect to the fork support 36 via the push rod 52. Accordingly, the release bearing 31 is slid along the front bearing retainer 29 together with the release hub 30 toward the right in FIG. In this way, the diaphragm spring 22 is displaced in the same direction, and the pressure plate 23 is also displaced in the same direction by the spring force of the chordal strap. As a result, the clamping force on the clutch disk 27 based on the spring force of the diaphragm spring 22 is released, the torque transmission between the engine crankshaft 18 (flywheel 16) and the input shaft 24 is cut off, and the clutch is released. becomes. Next, a method for removing the vehicle clutch constructed as described above will be explained. Figure 10 is a view of the clutch housing with the dust cover removed as seen from the rear of the vehicle, Figures 11 and 12 are diagrams showing the clutch removal process, and Figure 11 shows the dust cover, release fork, and release cylinder. 12 is a vertical sectional view showing the state in which the mounting bolts between the flywheel and the clutch cover assembly have been removed and the clutch cover assembly and release hub have been slid toward the rear of the vehicle. FIG. 3 is a longitudinal sectional view showing a state in which the case is pulled toward the rear of the vehicle. First, loosen the bolts 56 and 57 and remove the left and right dust covers 54 and 55. Next, insert your hand through the working hole 14 on the left side and pull the release fork 40, resisting the spring force of the fork spring 39, and bring the release fork 40 out to the outside. At this time, loosen the bolt 51 and remove the release cylinder 50 (however, the release cylinder 50
Subsequent removal work is possible without removing 0). Next, as shown in FIG. 10, insert both hands into the clutch housing 1 through the left and right working holes 14 and 15.
2, remove the bolt 19 using a box wrench, etc., and separate the flywheel 16 and clutch cover assembly 20 (at this time, remove the bolt 19 using an impact wrench using the cylinder mounting hole 26). is also possible). At this time, when the bolt 19 is removed, the pressure plate 23 is moved toward the front of the vehicle (to the left in FIG. 11) by the diaphragm spring 22.
The pressure plate 23 comes into contact with the head of the rivet 28 fixed to the clutch cover 21, and further movement toward the front of the vehicle is restricted. As a result,
This prevents the chordal strap made of a leaf spring material connecting the clutch cover 21 and the pressure plate 23 from being plastically deformed and damaged. Thereafter, as shown in FIG. 11, the clutch cover assembly 20 and release hub 30 separated from the flywheel 16 are attached to the bearing retainer 2.
9 until the positioning dowel pin between the flywheel 16 and the clutch cover 21 is disengaged, and the clutch cover is positioned at the rear of the vehicle. At this time, the clutch cover assembly 20 and release hub 30 are held on the bearing retainer 29. The clutch disc 27 is also held on the input shaft 24 of the transmission. Therefore, there is a flywheel 16 on the cylinder block 10 side of the engine.
Only the following will be retained. Furthermore, the bolts 11 and end plate 49 that fix the clutch housing 12 to the cylinder block 10 (however, if it is a normal integrated type and is positioned on the cylinder block 10 side with a dowel pin, it is not necessary to remove it. ) and remove the clutch housing 1 as shown in Figure 12.
2 and pull the transmission case 13 toward the rear of the vehicle. In this way, the pilot bearing 25 and the input shaft 24 can be easily removed from the cylinder block 10 by sliding the input shaft 24 by the fitting length _S1 to disengage them. In particular, as is clear from FIG. 12, during clutch and transmission removal operations, the clutch cover assembly 20 and release hub 30 are held on the bearing retainer 29, and the clutch disk 27 is held on the transmission input shaft 24. . Therefore, in order to remove the clutch and transmission from the cylinder block 10, it is sufficient to simply disengage the pilot bearing 25 on the flywheel side from the tip of the input shaft 24 of the transmission. In other words, the amount of sliding toward the rear of the vehicle required for removal is _S1 up to the rear end surface of the pilot bearing 25, and this amount of sliding is extremely small compared to the conventional clutch structure. Therefore, as in the example shown in FIG. 16, the present invention can be mounted even on a vehicle in which only a small gap can be secured between the clutch housing, the transmission case, and the body. In other words, even if there is only a small space between the clutch housing and transmission case and the body, it is possible to remove the clutch and transmission with the engine still installed in the vehicle (without removing the engine). It is. When installing the clutch and transmission on the cylinder block 10, hold the clutch cover assembly 20 on the bearing retainer 29 and the clutch disc 27 on the input shaft 24 in advance, and then follow the procedure in reverse order. This is done by assembling. The release fork 40 is inserted into the clutch housing 12 through the working hole 14 in a direction perpendicular to the axis O of the release hub 40, with its bifurcated arm tips 41a and 41b facing first. Then, the fulcrum pin 45 of the release fork is engaged with the hook portion 38 of the fork support, and the tip portion 4 of the bifurcated arm of the release fork is engaged with the hook portion 38 of the fork support.
1a and 41b are engaged with the release hub 30.
At this time, the outer circumferential shape of the release fork engaging portion of the release hub 30 is adjusted to two parallel surfaces (hub surfaces) 33
and a release fork of 40
Since the length of the arm tip in is different,
Release fork 4 that enables mutual rotation prevention
0 can be easily engaged with the release hub 30. That is, as shown in FIG. 13a, when the release fork 40 is inserted from the direction perpendicular to the axis O of the release hub 40, the chamfer 41c of the longer arm tip 41a first touches one of the hub surfaces 33 of the release hub. Upon contact, the release hub 30 begins to rotate around the axis O along the bearing retainer 29. Then, the release hub 30 is rotated as shown in FIG.
rotates. The rotation of the release hub 30 stops when both surfaces become parallel. At this time, the fork surface 43b of the shorter arm tip 41b is also parallel to the hub surface 43. Subsequently, the fork surface 43a of the longer arm tip 41a serves as a guide, and as shown in FIG. 13c, the fork surface 43a of the longer arm tip 41a smoothly engages with the hub surface 43 of the release hub together with the other arm tip 41b. Therefore, the rotation between the release fork 40 and the release hub 30 can be prevented without deteriorating the assemblability of the release fork 40,
It is possible to prevent the occurrence of various sliding noises caused by the accompanying rotation of the release hub 30, and it is also possible to reduce wear on each part. Although the present invention has been described above with reference to specific embodiments, the present invention is not limited to the above embodiments, and includes various embodiments within the scope of the claims. For example, the fork support may have any other shape as long as the release fork can be attached and detached from the outside. It is also applicable to a twin plate clutch using two clutch discs.

【Effect of the invention】

As explained above, according to the present invention, in a vehicle clutch using a pull-type clutch cover, it is possible to reduce the amount of sliding toward the rear of the vehicle during removal without significantly increasing the number of component parts. can. Therefore, even in a vehicle where only a small space can be secured between the clutch housing, the transmission case, and the body, the clutch and transmission can be easily installed and removed while the engine remains mounted in the vehicle.

[Brief explanation of drawings]

1 to 9 show a vehicle clutch to which a method for removing a vehicle clutch according to an embodiment of the present invention is applied, and FIG. 1 is a longitudinal sectional view showing the assembled state of the clutch; Figure 2 is a view of Figure 1 seen from the rear of the vehicle, Figure 3 is an enlarged vertical sectional view of the release hub, Figure 4 is a sectional view taken along the - line in Figure 3, and Figure 5 is a fork support and its FIG. 6 is an enlarged view of the release fork shown in cross section as seen from the rear of the vehicle; FIG. 7 is a side view of the release fork shown in FIG. 6; The figure is an enlarged perspective view of the left dust cover, Figure 9 is an enlarged perspective view of the right dust cover, and Figure 10 is a view of the clutch housing from the rear of the vehicle with the dust cover removed. , FIG. 11 and FIG. 12 show the clutch removal process. FIG. 11 is a longitudinal sectional view showing the clutch cover assembly and release hub slid toward the rear of the vehicle, and FIG.
13 is a longitudinal sectional view showing a state in which the transmission case and clutch housing are pulled toward the rear of the vehicle from the state shown in the figure; FIG.
The figure is a longitudinal sectional view showing an example of a vehicle clutch using a conventional push-type clutch cover, FIG. 15 is a longitudinal sectional view showing an example of a vehicle clutch using a conventional pull-type clutch cover, and FIG. 1 is a schematic configuration diagram showing how a general engine, clutch, and transmission are mounted on a vehicle. Explanation of symbols, 10... Engine cylinder block, 11... Bolt (first bolt), 12...
...Clutch housing, 13...Transmission case,
14, 15... Working hole, 16... Flywheel, 19... Bolt (second bolt), 20...
Clutch cover assembly, 24...Input shaft of transmission, 25...Pilot bearing, 27...Clutch disc, 29...Bearing retainer of transmission, 30...Release hub, 31...Release bearing, 36...Fork Support, 40
...Release fork, 50...Release cylinder, 54,55...Dust cover.

Claims (1)

[Scope of Claims] 1. A clutch housing fixed to a cylinder block of a vertically mounted engine by a first bolt, a dust cover that closes a pair of left and right working holes drilled in the housing, and a dust cover installed in the housing. a pull-type clutch cover assembly fixed to the flywheel by a second bolt;
A release hub supporting a release bearing coupled in the axial direction to the clutch cover assembly, a bearing retainer of a transmission supporting the release hub so as to be slidable in the axial direction, and a middle fulcrum type for sliding the release hub. a release fork, an input shaft of a transmission which passes through the bearing retainer and whose tip end is rotatably supported by a pilot bearing relative to the center of the flywheel; and a spline-fitted input shaft onto the input shaft. In a vehicle clutch equipped with a clutch disc, the dust cover is removed and the release fork is taken out from the working hole, and the second bolt is removed to separate the flywheel and clutch cover assembly. At the same time, slide the clutch cover assembly and release hub along the bearing retainer to position it toward the rear of the vehicle, and then remove the first bolt and pull the transmission together with the housing toward the rear of the vehicle to remove the pilot bearing. By sliding the input shaft by the length of the engagement with the input shaft and uncoupling the two,
A method for removing a vehicle clutch, characterized in that the clutch is removed from the cylinder block.