Power transmission device

Abstract

The power transmission device of the present application can arbitrarily change the transmission capacity at the time of engine braking without changing the transmission capacity at the time of acceleration. The second clutch member (4b) has a partition wall portion (4bb) that divides the drive-side clutch plates (6a-6c) and the driven-side clutch plates (7a-7c) in the axial direction to form a first region (α) on the pressure member (5) side and a second region (β) on the centrifugal clutch unit (9) side. The drive-side clutch plates (6a-6c) and the driven-side clutch plates (7a-7c) of the first region (α) and the second region (β) are brought into pressure contact when the centrifugal clutch unit (9) is operated. The drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) of the first region (α) are brought into pressure contact when the reverse torque transmission cam is operated.

Description

TECHNICAL FIELD

[0001] The present application relates to a power transmission device capable of arbitrarily transmitting a rotational force of an input member to an output member or cutting off the rotational force. BACKGROUND

[0002] Generally, a power transmission device provided in a motorcycle is used to arbitrarily perform transmission or cut-off of a driving force of an engine to a transmission and drive wheels, and has an input member linked to the engine side, an output member linked to the transmission and drive wheels side, a clutch member linked to the output member, and a pressure member capable of approaching or separating with respect to the clutch member, and is configured to transmit the power by bringing the pressure member into pressure contact with a driving-side clutch plate and a driven-side clutch plate by making the pressure member approach with respect to the clutch member, and release the pressure contact force of the driving-side clutch plate and the driven-side clutch plate by separating the pressure member with respect to the clutch member, thereby cutting off the transmission of the power.

[0003] As a conventional power transmission device, for example, as disclosed in Patent Literature 1, there is a power transmission device having a reverse torque transmission cam that moves a second clutch member to be able to bring a driving-side clutch plate and a driven-side clutch plate into pressure contact if a rotational force is input to a first clutch member via an output member when a pressure member is located at a non-acting position. According to this prior art, it is possible to transmit the rotational force of the wheel side to the engine side to generate engine brake.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: Japanese Patent Application Laid-Open No. 2019-44870 SUMMARY

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] However, in the above-described conventional power transmission device, since the degree of freedom of the set angle of the cam surface constituting the reverse torque transmission cam is small, there is a disadvantage that it is difficult to arbitrarily change the transmission capacity at the time of engine brake generation. On the other hand, for example, in a case where the number of pieces of the driving-side clutch plate and the driven-side clutch plate is changed to arbitrarily change the transmission capacity at the time of engine brake generation, there is a disadvantage that the transmission capacity at the time of acceleration changes.

[0009] The present application was completed in view of such circumstances, and aims to provide a power transmission device capable of arbitrarily changing the transmission capacity at the time of engine brake generation without changing the transmission capacity at the time of acceleration.

[0010] Technical solution for solving the problem

[0011] The invention according to claim 1 relates to a power transmission device provided with: a clutch housing that rotates together with an input member that rotates by a driving force of an engine of a vehicle, and that is provided with a plurality of driving-side clutch plates; a clutch member that has: a first clutch member that is linked to an output member that can rotate a wheel of the vehicle; and a second clutch member that is provided with a plurality of driven-side clutch plates that are alternately formed with the driving-side clutch plates of the clutch housing; a pressure member that can move between an operation position that is a position that makes the driving-side clutch plates and the driven-side clutch plates pressure-contacted to become a state in which the driving force of the engine can be transmitted to the wheel, and a non-operation position that is a position that releases the pressure-contacting force of the driving-side clutch plates and the driven-side clutch plates to be able to cut off the transmission of the driving force of the engine to the wheel; a centrifugal clutch unit provided with a counterweight member that can move from an inner diameter side position to an outer diameter side position by centrifugal force that follows the rotation of the clutch housing, that makes the driving-side clutch plates and the driven-side clutch plates pressure-contacted to become a state in which the driving force of the engine can be transmitted to the wheel when the counterweight member is located at the outer diameter side position, and that releases the pressure-contacting force of the driving-side clutch plates and the driven-side clutch plates to be able to cut off the transmission of the driving force of the engine to the wheel when the counterweight member is located at the inner diameter side position; and an anti-torque transmission cam that, when the pressure member is located at the non-operation position, can move the second clutch member to make the driving-side clutch plates and the driven-side clutch plates pressure-contacted when a rotational force is input to the first clutch member via the output member, the power transmission device being characterized in that the second clutch member has a partition wall portion that partitions the driving-side clutch plates and the driven-side clutch plates in the axial direction to form a first region on the pressure member side and a second region on the centrifugal clutch unit side, that makes the driving-side clutch plates and the driven-side clutch plates of the first region and the second region pressure-contacted when the centrifugal clutch unit operates, and that makes the driving-side clutch plates and the driven-side clutch plates of the first region pressure-contacted when the anti-torque transmission cam operates.

[0012] The power transmission device according to the aspect 2, wherein the partition wall portion is formed at a position determined in accordance with a transmission capacity of the drive-side clutch plate or the driven-side clutch plate attached to the drive-side clutch plate or the driven-side clutch plate of the first region and a transmission capacity of the drive-side clutch plate or the driven-side clutch plate attached to the drive-side clutch plate or the driven-side clutch plate of the second region.

[0013] The power transmission device according to the aspect 3, wherein the partition wall portion is formed at a position determined in accordance with a transmission capacity of the drive-side clutch plate or the driven-side clutch plate attached to the drive-side clutch plate or the driven-side clutch plate of the first region and a transmission capacity of the drive-side clutch plate or the driven-side clutch plate attached to the drive-side clutch plate or the driven-side clutch plate of the second region.

[0014] The power transmission device according to the aspect 4, wherein a single drive-side clutch plate is attached to the second region.

[0015] Effects of Invention

[0016] According to the aspect 1, the second clutch member has a partition wall portion that divides the drive-side clutch plate and the driven-side clutch plate in the axial direction to form a first region on the pressure member side and a second region on the centrifugal clutch unit side, and the drive-side clutch plate and the driven-side clutch plate of the first region and the second region are brought into pressure contact when the centrifugal clutch unit is operated, and the drive-side clutch plate and the driven-side clutch plate of the first region are brought into pressure contact when the reverse torque transmission cam is operated, so that the transmission capacity at the time of engine braking can be arbitrarily changed without changing the transmission capacity at the time of acceleration.

[0017] According to the aspect 2, the drive-side clutch plate and the driven-side clutch plate of the first region and the second region are brought into pressure contact between the centrifugal clutch unit and the pressure member when the centrifugal clutch unit is operated and the reverse torque transmission cam is not operated, and the drive-side clutch plate and the driven-side clutch plate of the first region are brought into pressure contact between the partition wall portion and the pressure member when the reverse torque transmission cam is operated and the centrifugal clutch unit is not operated, so that the transmission capacity at the time of engine braking can be arbitrarily changed without changing the transmission capacity at the time of acceleration by setting the flange shape of the second clutch member to an arbitrary position.

[0018] According to the invention of the technical solution 3, the formation position of the barrier portion is set according to the transmission capacity of the driving side clutch plate or the driven side clutch plate installed in the first region and the transmission capacity of the driving side clutch plate or the driven side clutch plate installed in the second region, so that the transmission capacity when the vehicle accelerates and the transmission capacity when the engine brake is generated can be set with high precision.

[0019] According to the invention of the technical solution 4, a single driving side clutch plate is installed in the second region, so that when the centrifugal clutch unit is operated, the connection of the centrifugal clutch unit and the driving side clutch plate or the driven side clutch plate of the first region can be smoothly performed through the driving side clutch plate of the second region. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is an external view showing a power transmission device according to an embodiment of the present invention.

[0021] Figure 2 is a longitudinal sectional view showing an internal structure of the power transmission device.

[0022] Figure 3 is Figure 2 is a partial enlarged view of

[0023] Figure 4 is a perspective view showing a clutch housing in the power transmission device.

[0024] Figure 5 is a three-face view showing a first clutch member in the power transmission device.

[0025] Figure 6 is a perspective view showing the first clutch member.

[0026] Figure 7 is a perspective view as seen from a surface of a second clutch member in the power transmission device.

[0027] Figure 8 is a perspective view as seen from a back surface of the second clutch member in the power transmission device.

[0028] Figure 9 is a plan view and a rear view showing the second clutch member in the power transmission device.

[0029] Figure 10 is Figure 9 is an X-X sectional view in

[0030] Figure 11 is a three-face view showing a pressure member in the power transmission device.

[0031] Figure 12 is Figure 11XII-XII sectional view.

[0032] Figure 13 is a perspective view from the surface side of the pressure member.

[0033] Figure 14 is a perspective view from the back side of the pressure member.

[0034] Figure 15 is a longitudinal sectional view showing a centrifugal clutch unit in the power transmission device.

[0035] Figure 16 is a perspective view showing a partial cut of the centrifugal clutch unit.

[0036] Figure 17 is a schematic view for explaining the action of (a) the pressure contact assisting cam and (b) the reverse torque limiter cam in the power transmission device.

[0037] Figure 18 is a schematic view showing a vehicle to which the power transmission device is applied.

[0038] Figure 19 is a sectional view showing a state in which the weight member in the power transmission device is located at an inner diameter side position.

[0039] Figure 20 is a sectional view showing a state in which the weight member in the power transmission device is located at an intermediate position between the inner diameter side position and an outer diameter side position.

[0040] Figure 21 is a sectional view showing a state in which the weight member in the power transmission device is located at the outer diameter side position.

[0041] Figure 22 is a sectional view showing a state in which the weight member in the power transmission device is located at the inner diameter side position and the pressure member is located at a non-acting position.

[0042] Figure 23 is a sectional view showing a state in which the weight member in the power transmission device is located at the outer diameter side position and the pressure member is located at the non-acting position.

[0043] Figure 24 is a longitudinal sectional view showing a power transmission device according to another embodiment of the present application.

[0044] Figure 25 is a three-face view showing a second clutch member in the power transmission device. DETAILED DESCRIPTION

[0045] Hereinafter, embodiments of the present application will be specifically described with reference to the drawings.

[0046] like Figure 18 As shown, the power transmission device K according to this embodiment is provided on a vehicle and is used to arbitrarily transmit or cut off the driving force of the engine E to the driving wheel T via the transmission M. Figures 1 to 16 As shown, the structure includes: a clutch housing 2, which is formed with an input gear 1 (input member) rotated by the driving force of the vehicle's engine E; an output shaft 3 (output member) connected to the transmission M; clutch members (a first clutch member 4a and a second clutch member 4b); a pressure member 5; a plurality of driving-side clutch plates (6a, 6b) and a plurality of driven-side clutch plates (7a, 7b); a centrifugal clutch unit 9 with a counterweight member 10; an auxiliary clutch plate 17; and a cam for transmitting counter torque (a cam surface K1 and a cam surface K2).

[0047] The input gear 1 is rotatable around the output shaft 3 when receiving the driving force (rotational force) transmitted from the engine E, and is connected to the clutch housing 2 by rivets or the like. Figure 2 The central right end side is opened and is formed of a cylindrical member. It is connected to the input gear 1 and is configured to rotate together with the rotation of the input gear 1 by the driving force of the engine E.

[0048] In addition, if Figure 4 As shown, the clutch housing 2 is formed with a plurality of cutouts 2a along the entire circumference, and a plurality of drive-side clutch plates (6a to 6c) are mounted to fit into these cutouts 2a. The drive-side clutch plates (6a to 6c) are each formed of a plate material formed into a substantially annular shape, and are configured to rotate along with the rotation of the clutch housing 2 and to be able to move in the axial direction ( Figure 2 In addition, the clutch plates mounted at positions corresponding to the second clutch member 4b are referred to as the drive-side clutch plates 6a and 6c, and the clutch plates mounted at positions corresponding to the pressure member 5 are referred to as the drive-side clutch plates 6b.

[0049] The clutch components (first clutch component 4a and second clutch component 4b) are mounted with a plurality of driven-side clutch plates 7a, 7c alternately formed with the driving-side clutch plates 6a, 6c of the clutch housing 2, and are connected to the output shaft 3 (output component) capable of rotating the drive wheels T via the vehicle's transmission M. The clutch components are assembled by assembling the first clutch component 4a coupled to the output component and the second clutch component 4b mounted with the plurality of driven-side clutch plates 7a, 7c.

[0050] The first clutch member 4a is configured such that a through hole (see Figure 5 、 6 ) is inserted through the output shaft 3, and the gears formed by each other are meshed and connected in the rotation direction. Figure 5 、6 As shown, the first clutch member 4a is formed with an inclined surface 4aa constituting a pressure contact assisting cam and an inclined surface 4ab constituting a counter-torque limiter cam. Furthermore, reference numeral 4ac in the figure denotes a boss portion having an insertion hole for a bolt B for connecting the first clutch member 4a to the fixing member 8.

[0051] In addition, if Figure 2 As shown, the output shaft 3 inserted into the first clutch member 4a is formed with an axially extending insertion hole 3a, and oil is supplied to the clutch housing 2 through the insertion hole 3a. In addition, an operating member 18 composed of a rod-shaped member is inserted into the insertion hole 3a, and an operating portion 18a is attached to the front end of the operating member 18. The operating portion 18a is assembled by contacting with a linkage member 19, and the linkage member 19 is connected to a bearing W that supports the pressure member 5 in a rotatable manner. In addition, when the clutch operating unit (not shown) is operated, the operating member 18 is moved to Figure 2 During the rightward movement, the operating portion 18a presses the interlocking member 19, thereby pressing the pressure member 5 in the same direction and moving it from the actuated position to the inactive position.

[0052] like Figures 7 to 10 As shown, the second clutch member 4b is formed of an annular member having a partition wall portion 4bb, and is configured such that driven side clutch plates 7a and 7c are mounted on a spline fitting portion 4ba formed on the outer peripheral surface by spline fitting. Figure 2 、 3 As shown, a pressure member 5 is assembled on the clutch components (the first clutch component 4a and the second clutch component 4b), and a plurality of driving side clutch plates (6a, 6b) and driven side clutch plates (7a, 7b) are installed in an alternately stacked state between the flange portion 5c of the pressure member 5 and the partition portion 4bb of the second clutch component 4b.

[0053] like Figures 11 to 14 As shown, the pressure component 5 is composed of a circular plate-shaped component with a flange portion 5c formed on the entire peripheral edge, and is capable of moving between an operating position and a non-operating position. The operating position is a position in which the driving side clutch plate (6a~6c) and the driven side clutch plate (7a~7c) are in pressure contact and become a state in which the driving force of the engine E can be transmitted to the wheels. The non-operating position is a position in which the pressure contact force between the driving side clutch plate (6a~6c) and the driven side clutch plate (7a~7c) is released and the transmission of the driving force of the engine E to the wheels can be cut off.

[0054] More specifically, if Figure 7 、 8As shown, the spline fitting portion 4ba formed in the second clutch member 4b is partitioned by the partition wall portion 4bb, and is configured in a concave-convex shape formed integrally on substantially the entire circumference of the outer peripheral side surface of the second clutch member 4b, and is configured to allow movement of the driven-side clutch plate 7a in the axial direction with respect to the second clutch member 4b and to restrict movement in the rotational direction thereof, and to be able to rotate together with the second clutch member 4b, by fitting the driven-side clutch plate 7a in the recess constituting the spline fitting portion 4ba.

[0055] Further, as Figures 5 to 8 shown, a plurality of oil supply holes (4ad, 4bc) that enable oil to flow toward the driven-side clutch plates 7a, 7c mounted to the second clutch member 4b are formed in the first clutch member 4a and the second clutch member 4b, respectively, according to the present embodiment. Also, the oil supplied from the insertion hole 3a of the output shaft 3 is supplied to the driven-side clutch plates 7a, 7c via the oil supply hole 4ad formed in the first clutch member 4a and the oil supply hole 4bc formed in the second clutch member 4b.

[0056] In addition, the pressure member 5 according to the present embodiment is formed with an oil flow passage that enables oil to flow toward the driven-side clutch plate 7b mounted to the pressure member 5. As Figures 11 to 14 shown, the oil flow passage is configured to have an oil inflow portion 5e, a groove portion 5f, and an oil outflow portion 5g, and enables oil to flow toward the flange portion 5c of the pressure member 5 via the housing recess 5d that houses the clutch spring S.

[0057] As Figure 12 , 14 shown, the oil inflow portion 5e is configured by a first hole portion formed on the bottom side of the housing recess 5d (the side of the portion that receives one end of the clutch spring S), and is formed so as to open toward the center side of the pressure member 5 in the housing recess 5d. As Figure 12 , 13 shown, the oil outflow portion 5g is configured by a second hole portion formed on the flange portion 5c side of the pressure member 5, and is formed so as to open toward the outer diameter side of the pressure member 5.

[0058] In addition, the groove portion 5f is configured by a groove shape formed on the surface side of the pressure member 5, and is formed so as to communicate from the opening edge portion of the housing recess 5d to the oil outflow portion 5g (second hole portion), and enables oil to flow from the opening edge portion of the housing recess 5d to the oil outflow portion 5g (second hole portion). Also, the oil supplied from the insertion hole 3a flows along the face 5h on the inner diameter side of the housing recess 5d due to centrifugal force, and thus reaches the oil inflow portion 5e (first hole portion), and flows into the housing recess 5d via the oil inflow portion 5e.

[0059] On the other hand, a plurality of protrusion-shaped fitting portions 5i are formed on the entire circumference of the peripheral portion of the pressure member 5, and the driven-side clutch plate 7b is fitted to the fitting portions 5i in a fitted state. The driven-side clutch plate 7b is configured to contact one face with the driving-side clutch plate 6b and the other face with the driving-side clutch plate 6a, and is fitted in a stacked state, and is allowed to move in the axial direction of the pressure member 5 while being restricted from moving in the rotational direction, and is able to rotate together with the pressure member 5.

[0060] However, the driven-side clutch plates (7a to 7c) and the driving-side clutch plates (6a to 6c) are alternately stacked, and each of the adjacent clutch plates (6a to 6c, 7a to 7c) is able to be in pressure contact or release the pressure contact force. That is, each of the clutch plates (6a to 6c, 7a to 7c) is allowed to slide in the axial direction of the second clutch member 4b and the pressure member 5, and the clutch is engaged by the pressure contact of each of the clutch plates (6a, 6b, 7a, 7b), and thus becomes a state in which the rotational force of the clutch housing 2 is transmitted to the output shaft 3 via the second clutch member 4b and the first clutch member 4a, and the clutch is disengaged by the release of the pressure contact force of each of the clutch plates (6a, 6b, 7a, 7b), and thus the first clutch member 4a and the second clutch member 4b do not follow the rotation of the clutch housing 2, and the transmission of the rotational force to the output shaft 3 is not performed.

[0061] Thus, in a state in which the driving-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) are in pressure contact, the rotational force (driving force of the engine E) input to the clutch housing 2 is transmitted to the drive wheel side (transmission M) via the output shaft 3 (output member), and in a state in which the pressure contact of the driving-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) is released, the transmission of the rotational force (driving force of the engine E) input to the clutch housing 2 to the output shaft 3 (output member) can be cut off.

[0062] In addition, as shown in FIG. 1, the pressure member 5 is formed with a plurality of (three in this embodiment) housing recesses 5d on the entire circumference, and the clutch spring S is fitted to each of the housing recesses 5d. Figure 11 , 13 As shown in FIG. 1, the pressure member 5 is formed with a plurality of (three in this embodiment) housing recesses 5d on the entire circumference, and the clutch spring S is fitted to each of the housing recesses 5d. Figure 2 As shown in FIG. 1, the pressure member 5 is formed with a plurality of (three in this embodiment) housing recesses 5d on the entire circumference, and the clutch spring S is fitted to each of the housing recesses 5d.

[0063] Furthermore, if the clutch operation unit (not shown) is operated, and the operation member 18 is moved to move the link member 19 toward the pressure member 5, the pressure member 5 is pressed in the direction in which the driving-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) are in pressure contact, and the clutch spring S is compressed. Figure 2The right side is pressed, and the pressure member 5 is pressed in the same direction and moved to the non-actuation position, and the driving side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) can be in pressure contact or the pressure contact can be released.

[0064] In addition, in the present embodiment, as Figure 5 , 6 , 11, 14, inclined surfaces 4aa and 4ab are formed on the first clutch member 4a, and inclined surfaces 5a and 5b facing the inclined surfaces 4aa and 4ab are formed on the pressure member 5. That is, the inclined surface 4aa and the inclined surface 5a abut to constitute a pressure contact assisting cam, and the inclined surface 4ab and the inclined surface 5b abut to constitute an anti-torque limiter cam.

[0065] Further, when the rotation speed of the engine E rises and becomes a state in which the rotation force input to the input gear 1 and the clutch housing 2 can be transmitted to the output shaft 3 via the first clutch member 4a and the second clutch member 4b (the weight member 10 is located at the outer diameter side position), as Figure 17 (a) shown, since the rotation force in the a direction is given to the pressure member 5, a force in the c direction in the figure is generated on the pressure member 5 by the action of the pressure contact assisting cam. Thus, the pressure member 5 moves in the direction in which the flange portion 5c thereof further approaches the flange portion 4bb of the second clutch member 4b (the left side in the figure), and the pressure contact force of the driving side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) is increased. Figure 2

[0066] On the other hand, when the rotation of the output shaft 3 exceeds the rotation speed of the input gear 1 and the clutch housing 2 and an anti-torque is generated, as Figure 17 (b) shown, since the rotation force in the b direction is given to the clutch member 4, the pressure member 5 is moved in the d direction in the figure by the action of the anti-torque limiter cam and the pressure contact force of the driving side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) is released. Thus, it is possible to avoid adverse conditions of the power transmission device K and the power source (the engine E side) caused by the anti-torque.

[0067] As Figure 15 , 16 shown, the centrifugal clutch unit 9 is provided with the weight member 10 which can be moved from the inner diameter side position (see Figure 19 ) to the outer diameter side position (see Figure 21 ​), and the centrifugal clutch unit 9 is constructed so that when the counterweight component 10 is located at the outer diameter side position, the driving side clutch plates (6a~6c) and the driven side clutch plates (7a~7c) are in pressure contact, thereby becoming a state in which the driving force of the engine E can be transmitted to the wheels (driving wheels T), and when the counterweight component 10 is located at the inner diameter side position, the pressure contact force between the driving side clutch plates (6a~6c) and the driven side clutch plates (7a~7c) can be released to cut off the transmission of the driving force of the engine E to the wheels (driving wheels T).

[0068] Specifically, the centrifugal clutch unit 9 comprises a weight component 10 formed of a block-shaped member; a retaining component 11 to which a support component 13 is attached; a pressure contact component 12; a first spherical component 14; a second spherical component 15; and an urging component 16 formed of a coil spring. Furthermore, the retaining component 11 and the pressure contact component 12 are formed with multiple protrusions along their entire circumference. Similar to the drive-side clutch plate 6, they are fitted into the notch 2a of the clutch housing 2. This allows the retaining component 11 and the pressure contact component 12 to move axially within the clutch housing 2 and to engage in the rotational direction, rotating together with the clutch housing 2.

[0069] like Figure 15 As shown, the weight member 10 is housed in the housing portion 11a of the holding member 11 and is held at the inner diameter side position when no centrifugal force is applied. When the centrifugal force is applied, the weight member 10 moves outward against the force of the force applying member 16 and reaches the outer diameter side position. The holding member 11 holds the weight member 10 in a manner that allows it to move between the inner diameter side position and the outer diameter side position. Figure 16 As shown, the holding member 11 is formed of an annular member and has a plurality of accommodating portions 11 a formed along the entire circumference for accommodating the weight member 10 , grooves 11 b formed in the accommodating portions 11 a , and a pressing surface 11 c .

[0070] Each receiving portion 11a is formed of a concave shape that matches the shape and movement range of the weight member 10, and is formed as a biasing member 16 ( Figure 2 In addition, a support member 13 is fixed to the surface of the holding member 11 where the receiving portion 11a is formed, and the weight member 10 is held in a radially movable manner via the support member 13.

[0071] The weight component 10 is moved from the inner diameter side position to the outer diameter side position, and the pressure contact component 12 is moved in the stacking direction ( Figure 2 The driving side clutch plates (6a-6c) are moved to the right side so as to make the driving side clutch plates (6a-6c) come into pressure contact with the driven side clutch plates (7a-7c).Figure 16 As shown, the pressure contact member 12 is formed of an annular member and has: a plurality of inclined grooves 12a formed in the entire circumferential direction; groove shapes 12b formed at positions where the inclined grooves 12a are formed; and a pressing surface 12c.

[0072] The inclined grooves 12a are formed at positions corresponding to the weight components 10 and are inclined upward from the inside to the outside. Thus, when the clutch housing 2 is stopped, the weight component 10 is kept at the inner diameter side position by the force of the force applying member 16 (refer to FIG. Figure 19 ), and when the clutch housing 2 rotates, the centrifugal force is applied to the weight member 10 so that it moves along the upward inclined groove 12a, thereby moving the pressure contact member 12 away from the retaining member 11 (i.e., in the direction of causing the driving side clutch plates (6a to 6c) to come into pressure contact with the driven side clutch plates (7a to 7c)) (refer to Figure 20 、 21 ).

[0073] So, if Figure 15 、 16 As shown, when the holding member 11 and the pressure contact member 12 are assembled together with the weight member 10 interposed therebetween, the inclined grooves 12a are positioned correspondingly to the weight members 10. Due to the centrifugal force, the weight member 10 moves from the inner diameter side position to the outer diameter side position along the inclined grooves 12a, and the pressure contact member 12 moves toward the outer diameter side position. Figure 15 The pressure contact member 12 moves in the direction of the middle arrow (right side in the figure), and the pressing surface 12c formed on the pressure contact member 12 presses the driving side clutch plate (6a~6c) and the driven side clutch plate (7a~7c) to form a pressure contact state, and the holding member 11 uses its reaction force to move toward the driven side clutch plate (6a~6c). Figure 14 The clutch plate 17 moves in the direction opposite to the middle arrow (left side in the figure), and the pressing surface 11 c formed on the holding member 11 comes into pressure contact with the auxiliary clutch plate 17 .

[0074] The first spherical member 14 is composed of a steel ball mounted on the weight member 10, and a portion thereof protrudes from one opening of the through-hole formed in the weight member 10, thereby contacting the rolling surface of the pressure contact member 12 and thereby enabling rolling. Furthermore, the second spherical member 15 is composed of a steel ball mounted on the weight member 10, and a portion thereof protrudes from the other opening of the through-hole formed in the weight member 10, thereby contacting the rolling surface of the retaining member 11 and thereby enabling rolling.

[0075] That is, the weight member 10 is held at the inner diameter side position (see Figure 19 ), the pressure contact force between the driving side clutch plates (6a-6c) and the driven side clutch plates (7a-7c) is released, and when centrifugal force is applied, as shown in FIG. Figure 20As shown, the counterweight member 10 moves to the outer diameter side and reaches the outer diameter side position (refer to Figure 21 ), the drive side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) become in pressure contact and become a state in which the driving force of the engine E can be transmitted to the wheels T. Further, Figure 22 indicates a state in which the counterweight member 10 is positioned at the inner diameter side position and the pressure member 5 is positioned at the non-acting position, Figure 23 indicates a state in which the counterweight member 10 is positioned at the outer diameter side position and the pressure member 5 is positioned at the non-acting position.

[0076] The auxiliary clutch plate 17 is provided in the clutch housing 2 and is constituted by a circular ring-shaped member having a diameter different from (in this embodiment, smaller than) the drive side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c), as shown in Figure 2 , and is configured to have a pressed surface facing the pressing surface 11c of the holding member 11.

[0077] This auxiliary clutch plate 17, when the counterweight member 10 is positioned at the outer diameter side position (i.e., when the drive side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) are in pressure contact), is able to transmit the driving force of the engine E to the output shaft 3 when pressed and in pressure contact by the pressing surface 11c formed in the holding member 11. In addition, when the counterweight member 10 is positioned at the inner diameter side position (i.e., when the pressure contact force of the drive side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) is released), the transmission of the driving force of the engine E to the output shaft 3 is cut off when the pressing force of the pressing surface 11c formed in the holding member 11 is reduced and the pressure contact force is released.

[0078] That is, when the counterweight member 10 moves to the outer diameter side position, the inclined groove 12a functions as a cam, and the holding member 11 and the pressure contact member 12 move in a direction away from each other. Thereby, the pressing surface 12c of the pressure contact member 12 brings the drive side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) in pressure contact, and the pressing surface 11c of the holding member 11 presses the pressed surface of the auxiliary clutch plate 17 and is in pressure contact, and thus the driving force of the engine E is transmitted to the drive wheels T.

[0079] When the pressure member 5 is in the non-actuated position, when the rotational force is input to the first clutch member 4a via the output shaft 3 (output member), the counter torque transmission cam can move the second clutch member 4b to bring the driving side clutch plates (6a to 6c) into pressure contact with the driven side clutch plates (7a to 7c). The counter torque transmission cam is formed on the cam surface K1 (refer to Figure 5 、 6 ) and formed on the second clutch member 4b ( Figure 7 、 10 ) is composed of a cam surface (K2).

[0080] More specifically, when the first clutch member 4a and the second clutch member 4b are combined, the cam surface K1 and the cam surface K2 face each other. When the rotational force is input to the first clutch member 4a via the output shaft 3 (output member), the second clutch member 4b is rotated toward the pressure member 5 side ( Figure 2 Thus, when the counter-torque transmission cam is actuated, the second clutch component 4b can be moved toward the pressure component 5 by receiving the pressure contact force of the counter-torque transmission cam, thereby bringing the driving side clutch plates (6a, 6b) into pressure contact with the driven side clutch plates (7a, 7b).

[0081] Furthermore, when the first clutch member 4a and the second clutch member 4b are combined, the contact surface T1 (see Figure 5 、 6 ) and the contact surface T2 formed on the second clutch member 4b (see Figure 7 、 8 , 10) face each other, and when the first clutch member 4a rotates, the contact surface T1 and the contact surface T2 come into contact with each other, thereby enabling the second clutch member 4b to rotate in the same direction.

[0082] Here, if Figures 7 to 10 As shown, the second clutch member 4b of this embodiment has a partition wall portion 4bb that separates the driving side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) in the axial direction ( Figure 2The second clutch member 4b has a partition wall portion 4bb that divides the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) in the axial direction to form a first region a on the pressure member 5 side and a second region β on the centrifugal clutch unit 9 side, and when the centrifugal clutch unit 9 is operated, the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) of the first region a and the second region β are brought into pressure contact, and when the reverse torque transmission cam (cam surfaces K1, K2) is operated, the drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) of the first region a are brought into pressure contact (i.e., the drive-side clutch plate 6c and the driven-side clutch plate 7c of the second region β are not brought into pressure contact).

[0083] More specifically, the partition wall portion 4bb according to the present embodiment is configured by a flange shape formed in the second clutch member 4b, and is divided into a first region a (in the present embodiment, a region between the partition wall portion 4bb of the second clutch member 4b and the flange portion 5c of the pressure member 5) in which the drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) are installed and a second region β (in the present embodiment, a region between the partition wall portion 4bb of the second clutch member 4b and the centrifugal clutch unit 9) in which the drive-side clutch plate 6c and the driven-side clutch plate 7c are installed. Figure 3 Figures 19 to 23 As shown in FIG. 6, the partition wall portion 4bb is divided into the first region a in which the drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) are installed and the second region β in which the drive-side clutch plate 6c and the driven-side clutch plate 7c are installed.

[0084] According to the present embodiment, the second clutch member 4b has the partition wall portion 4bb that divides the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) in the axial direction to form the first region a on the pressure member 5 side and the second region β on the centrifugal clutch unit 9 side, and when the centrifugal clutch unit 9 is operated, the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) of the first region a and the second region β are brought into pressure contact, and when the reverse torque transmission cam is operated, the drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) of the first region a are brought into pressure contact, and thus it is possible to arbitrarily change the transmission capacity at the time of engine braking generation (transmission capacity at the time when the reverse torque transmission cam is operated) while maintaining the transmission capacity at the time of increased speed (transmission capacity at the time when the centrifugal clutch unit 9 is operated).

[0085] According to the present embodiment, the second clutch member 4b has the partition wall portion 4bb that divides the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) in the axial direction to form the first region a on the pressure member 5 side and the second region β on the centrifugal clutch unit 9 side, and when the centrifugal clutch unit 9 is operated, the drive-side clutch plates (6a to 6c) and the driven-side clutch plates (7a to 7c) of the first region a and the second region β are brought into pressure contact, and when the reverse torque transmission cam is operated, the drive-side clutch plates (6a, 6b) and the driven-side clutch plates (7a, 7b) of the first region a are brought into pressure contact, and thus it is possible to arbitrarily change the transmission capacity at the time of engine braking generation (transmission capacity at the time when the reverse torque transmission cam is operated) while maintaining the transmission capacity at the time of increased speed (transmission capacity at the time when the centrifugal clutch unit 9 is operated).​

[0086] In addition, according to the present embodiment, when the centrifugal clutch unit 9 is in operation and the counter-torque transmission cam is not in operation, a pressure contact force is generated between the centrifugal clutch unit 9 and the pressure member 5, so that the driving side clutch plates (6a to 6c) and the driven side clutch plates (7a to 7c) of the first area α and the second area β are in pressure contact, and when the counter-torque transmission cam is in operation and the centrifugal clutch unit 9 is not in operation, a pressure contact force is generated between the partition portion 4bb and the pressure member 5, so that the driving side clutch plates (6a, 6b) and the driven side clutch plates (7a, 7b) of the first area α are in pressure contact, so that by setting the flange shape of the second clutch member 4b to an arbitrary position, the transmission capacity when the engine brake is generated can be arbitrarily changed without changing the transmission capacity during acceleration.

[0087] In this embodiment, the position of the partition wall portion 4bb is set based on the transmission capacity (power transmission capacity) of the driving-side clutch plates (6a, 6b) or the driven-side clutch plates (7a, 7b) mounted in the first region α and the transmission capacity of the driving-side clutch plates 6c or the driven-side clutch plates 7c mounted in the second region β. This allows for highly accurate setting of the transmission capacity during vehicle acceleration and the transmission capacity during engine braking.

[0088] The above describes the present embodiment, but the present invention is not limited thereto. Figure 24 、 25 As shown, a single drive-side clutch plate 6c may be mounted in the second region β. In this case, when the centrifugal clutch unit 9 is actuated, the centrifugal clutch unit 9 can be smoothly connected to the drive-side clutch plates (6a, 6b) or driven-side clutch plates (7a, 7b) in the first region α via the drive-side clutch plate 6c in the second region β. Specifically, when the centrifugal clutch unit 9 mounted on the clutch housing 2 side (input side) is connected to the drive-side clutch plates (6a, 6b) and driven-side clutch plates (7a, 7b) mounted on the second clutch member 4b side (output side), a sudden connection may cause a shock. However, by connecting via the drive-side clutch plate 6c, a smooth connection is achieved.

[0089] In addition, in the present embodiment, the engaging portion 5i is formed on the pressure member 5, and the driven-side clutch plate 7b is attached, but the engaging portion 5i can not be formed, and the driven-side clutch plate 7b can not be attached to the pressure member 5 (only the driven-side clutch plate is formed on the second clutch member 4b). In this case, the driven-side clutch plate 7a is attached on the first region a, and the driven-side clutch plate 7c is attached on the second region β. Furthermore, the power transmission apparatus of the present application can be applied to various power transmission apparatuses of the multiple-plate clutch type, in addition to motorcycles, automobiles, three- or four-wheeled carts, or general-purpose machines, and the like.

[0090] Industrial Applicability

[0091] As long as the second clutch member has the partition wall portion that divides the driving-side clutch plate and the driven-side clutch plate in the axial direction to form the first region on the pressure member side and the second region on the centrifugal clutch unit side, and the driving-side clutch plate and the driven-side clutch plate of the first region and the second region are brought into pressure contact when the centrifugal clutch unit operates, and the driving-side clutch plate and the driven-side clutch plate of the first region are brought into pressure contact when the reverse torque transmission cam operates, the power transmission apparatus can be applied to apparatuses having different external shapes or having other functions, and the like.

[0092] Explanation of Reference Numerals

[0093] 1 Input gear (input member)

[0094] 2 Clutch housing

[0095] 2a Cutout

[0096] 3 Output shaft (output member)

[0097] 3a Oil supply hole

[0098] 4a First clutch member

[0099] 4aa Inclined surface (pressure contact auxiliary cam)

[0100] 4ab Inclined surface (reverse torque limiter cam)

[0101] 4ac Boss portion

[0102] 4ad Oil supply hole

[0103] 4b Second clutch member

[0104] 4ba Spline engaging portion

[0105] 4bb Partition wall portion

[0106] 4bc Oil supply hole

[0107] 5 Pressure member

[0108] 5a inclined surface (cam for pressure contact assistance)

[0109] 5b inclined surface (cam for reverse torque limiter)

[0110] 5c flange portion

[0111] 5d housing recess

[0112] 5e oil inflow portion

[0113] 5f groove portion

[0114] 5g oil outflow portion

[0115] 5h inner peripheral surface

[0116] 5i fitting portion

[0117] 6a to 6c drive side clutch plate

[0118] 7a to 7c driven side clutch plate

[0119] 8 fixed member

[0120] 9 centrifugal clutch unit

[0121] 10 counterweight member

[0122] 11 holding member

[0123] 11a housing portion

[0124] 11aa inner peripheral wall surface

[0125] 11b groove shape

[0126] 11c pressing surface

[0127] 12 pressure contact member

[0128] 12a inclined groove

[0129] 12b groove shape

[0130] 12c pressing surface

[0131] 13 support member

[0132] 14 first ball member

[0133] 15 second ball member

[0134] 16 force applying member

[0135] 17 auxiliary clutch plate

[0136] 18 operation member

[0137] 18a operation portion

[0138] 19 linkage member

[0139] B bolt

[0140] S clutch spring

[0141] W bearing

[0142] α first region

[0143] β second region

[0144] K1 cam surface (cam for reverse torque transmission)

[0145] K2 cam surface (cam for reverse torque transmission)

[0146] T1 abutment surface

[0147] T2 abutment surface

Claims

1. A power transmission device comprising: a clutch member housed in a clutch housing that rotates together with an input member rotated by the driving force of the vehicle's engine and is mounted with a plurality of driving-side clutch plates, the clutch member including a first clutch member coupled to an output member capable of rotating the vehicle's wheels and a second clutch member mounted with a plurality of driven-side clutch plates alternately arranged with the driving-side clutch plates; a pressure member movable between an actuated position and a non-actuated position, wherein the actuated position is a position in which the driving side clutch plate and the driven side clutch plate are in pressure contact, thereby enabling the driving force of the engine to be transmitted to the wheels, and the non-actuated position is a position in which the pressure contact force between the driving side clutch plate and the driven side clutch plate is released, thereby blocking the transmission of the driving force of the engine to the wheels; a centrifugal clutch unit comprising a weight member, the weight member being movable from an inner diameter side position to an outer diameter side position by centrifugal force accompanying the rotation of the clutch housing, the weight member being placed in the outer diameter side position to bring the driving side clutch plate into pressure contact with the driven side clutch plate, thereby enabling transmission of the engine's driving force to the wheels, and the weight member being released from the pressure contact force between the driving side clutch plate and the driven side clutch plate, thereby blocking transmission of the engine's driving force to the wheels, when the weight member is in the inner diameter side position; and a counter torque transmission cam, wherein when the pressure member is in the non-actuated position and a rotational force is input to the first clutch member via the output member, the counter torque transmission cam is capable of moving the second clutch member so as to bring the driving side clutch plate into pressure contact with the driven side clutch plate; The power transmission device is characterized in that: The second clutch component has a partition portion, which divides the driving side clutch plate and the driven side clutch plate in the axial direction of the output component to form a first area on the pressure component side and a second area on the centrifugal clutch unit side. When the centrifugal clutch unit is operated, the driving side clutch plates in the first area and the second area are brought into pressure contact with the driven side clutch plates, and when the counter-torque transmission cam is operated, the driving side clutch plates in the first area are brought into pressure contact with the driven side clutch plates.

2. The power transmission device according to claim 1, characterized in that: When the centrifugal clutch unit is in operation and the counter-torque transmission cam is not in operation, a pressure contact force is generated between the centrifugal clutch unit and the pressure component, causing the driving side clutch plates and the driven side clutch plates in the first and second regions to be in pressure contact. When the counter-torque transmission cam is in operation and the centrifugal clutch unit is not in operation, a pressure contact force is generated between the partition wall and the pressure component, causing the driving side clutch plates and the driven side clutch plates in the first region to be in pressure contact.

3. The power transmission device according to claim 2, characterized in that: The formation position of the partition wall portion is set according to the transmission capacity of the driving side clutch plate or the driven side clutch plate mounted in the first region and the transmission capacity of the driving side clutch plate or the driven side clutch plate mounted in the second region.

4. The power transmission device according to claim 2 or 3, characterized in that: A single drive-side clutch plate is mounted in the second area.

5. The power transmission device according to claim 1 or 2, wherein: The total number of the driving-side clutch plates and the driven-side clutch plates mounted in the first region is greater than the total number of the driving-side clutch plates and the driven-side clutch plates mounted in the second region.

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