JPH0251624A - Device for operating clutch of motorcycle - Google Patents

Abstract

PURPOSE:To facilitate the operation of a clutch lever by providing a hydraulic pump for discharging pressure oil interlocked with an engine, disengaging a friction clutch by the pressure oil of this hydraulic pump at the time of low speed rotation of the engine, and lowering the pressure of the pressure oil accompanying the increase in engine speed. CONSTITUTION:At the time of the low speed rotation of an engine 1, the pressure oil from a hydraulic pump 27 which is interlocked with the engine 1 separates the driving side disk 10 and the driven side disk 11 of a friction clutch 9 against the elastic force of a spring 12, i.e., disengages the clutch 9. As the speed of the engine 1 is increased from this condition, the pressure of the pressure oil which keeps the clutch 9 disengaged is reduced. Therefore, the driving side disk 10 and driven side disk 11 of the clutch 9 are frictionally joined together gradually due to the elastic force of the spring 12, enabling the start of a motorcycle. Thereby, the operation of a clutch lever 23 as before becomes unnecessary.

Description

Detailed Description of the Invention (Industrial Application Field) This invention relates to a motorcycle in which a friction clutch is automatically connected and disconnected as the engine decelerates or accelerates when starting or changing gears. The present invention relates to a clutch operating device.

(Prior Art) More motorcycles than ever are equipped with friction clutches to connect and disconnect power from the engine to the transmission. Such a friction clutch is normally engaged by an elastic force, and is disengaged by rotation of a clutch lever against the elastic force.

In the above configuration, for example, when starting a motorcycle and attempting to connect the friction clutch from a disengaged state, the clutch lever is required to perform a primary operation.

That is, the engine speed is gradually increased from the friction clutch disengaged state. At this time, the operating force for rotating the clutch lever is gradually reduced to gradually bring the driving side and driven side of the friction clutch into frictional contact. At this time, the motorcycle is gradually started through a so-called half-clutch state.

Next, the operating force on the clutch lever is further reduced to connect the friction clutch, thereby starting the motorcycle.

(Problem to be Solved by the Invention) Incidentally, the rotation operation of the latch lever as described above is performed gradually while supporting the elastic force in the friction clutch, and a relatively large force is required for this operation. Ru. Further, in order to obtain the above-mentioned half-clutch state, a skilled and delicate operation is required. For this reason, the operation of the clutch lever for connecting the friction clutch has become complicated. In addition, especially in urban areas,
If the vehicle repeatedly starts and stops due to traffic lights or the like, the complexity of the above operations will be doubled.

(Object of the Invention) The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to enable easy operation of a clutch lever for connecting and disconnecting a friction clutch.

(Structure of the Invention) The present invention for achieving the above object is characterized by providing a hydraulic pump that discharges pressure oil in conjunction with the engine, and when the engine rotates at low speed, the pressure oil from the hydraulic pump is The friction clutch is disengaged against the elastic force that tends to engage the friction clutch, and the pressure oil is reduced in pressure as the rotation of the engine increases.

(for production) The effect of the above configuration is as follows.

When the engine 1 is rotating at low speed, such as when the engine 1 is stopped at a traffic light, pressure oil from the hydraulic pump 27 linked to the engine 1 is applied to the drive side disc l of the friction clutch 9.
O and the driven side disk 11 are separated against the elastic force of the spring 12, in other words, the friction clutch 9 is automatically kept in the disengaged state. Therefore, in the past, it was necessary to apply operating force to the clutch lever 23 to keep the friction clutch 9 in a disengaged state so that power would not be transmitted from the engine 1 to the transmission 7 while the vehicle was stopped. Such an operation becomes unnecessary.

Furthermore, when the speed of the engine 1 is increased from the above state, the pressure oil that keeps the friction clutch 9 in the disengaged state is reduced in pressure. Therefore, the driving side disk IO and the driven side disk 11 of the friction clutch 9 are gradually brought into frictional contact by the elastic force of the spring 12, thereby making it possible to start the motorcycle. That is, if the engine l speeds up, the friction clutch 9
Since the connecting operation is performed automatically, there is no need to operate the latch lever 23 as in the conventional case.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

(First example) 1 to 3 show a first embodiment.

In FIG. 1, l is an engine mounted on a motorcycle, and this engine l is a crankshaft 2. It has a piston 3 and a connecting rod 4, and the crankshaft 2 has a reduction gear 6.
is installed.

Reference numeral 7a denotes an input shaft of the transmission 7. A large reduction gear 8 is rotatably supported on the input shaft 7a, and the large reduction gear 8 meshes with the small reduction gear 6. A friction clutch 9 is provided that connects and disconnects power transmission from the reduction large gear 8 to the input shaft 7a. This friction clutch 9 is a wet multi-disc clutch, and has a drive side disk IO that rotates together with the large reduction gear 8 and a driven side disk 11 that rotates together with the input shaft 7a. A pressure plate 13 is provided which presses the driving side disk 10 and the driven side disk 11 with force.

In the friction clutch 9, the spring 1 is always
The driving side disk 10 and the driven side disk 11 due to the elastic force of 2
When the friction clutch 9 is engaged, power is transmitted from the large reduction gear 8 to the input shaft 7a.

Although not shown, the transmission 7 is of a gear type, and arbitrarily changes the speed of the power transmitted to the input shaft 7a and transmits it to the rear wheels. Note that when the speed change bag 2!7 is in the neutral state, the power of the input shaft 7a is not transmitted to the rear wheels even if the friction clutch 9 is in the connected state as described above.

An actuator 15 is provided for disengaging the friction clutch 9. This actuator 15 has a first cylinder 16 and a second cylinder 17 that are coaxially provided. In this case, if pressure oil is supplied to the pressure oil chambers of the first cylinder 16 and the second cylinder 17, the first cylinder 1
The first piston 18 and the second piston 19, which correspond to the cylinder 6 and the second cylinder 17, respectively, are both on the right side in the drawing (hereinafter, for convenience of explanation, this will be simply referred to as the right side, and the opposite direction will be referred to as the left side). It is designed to move in the opposite direction. Further, when pressure oil is supplied to the pressure oil chamber of the first cylinder 16, the first piston 18 pushes the second piston 19 toward the right, so that the two are joined together.

-F2 The second piston 19 is connected to the pressure plate 13 via an interlocking shaft 20. When the second piston 19 is moved to the right as described above, the second piston 19 pushes the pressure plate 13 to the right through the interlocking shaft 20 against the elastic force of the spring 12. It has become.

As a result, the friction clutch 9 is disconnected.

Reference numeral 22 denotes a handle of the motorcycle, and a clutch lever 23 is pivotally supported on the left side of the handle 22 so as to be rotatable back and forth. Moreover, the above-mentioned clutch lever is attached to the above-mentioned handle 22.
A hydraulic mask cylinder 24 interlocked with the first cylinder 23 is provided, and the mask cylinder 24 is connected to the pressure oil chamber of the first cylinder 16 by a manual clutch oil passage 25.

When an operating force is applied to the clutch lever 23 and it is rotated backward as shown by the arrow in the figure, the mask cylinder 24 interlocked with the clutch lever 23 is connected to the first cylinder 16 via the manual clutch oil passage 25. Pressure oil is supplied to the Then,
This pressure oil pushes the first piston 18 to the right against the spring 12, and furthermore, this first piston 18 pushes the second piston 18 toward the right.
9 and the interlocking shaft 20, the pressure plate 13 is pushed, that is, the friction clutch 9 is disengaged.

A hydraulic pump 27 interlocked with the engine 1 is provided. That is, this hydraulic pump 27 is interlocked with the aforementioned large reduction gear by a gear means 28, and its suction port communicates through a filter 29 into a crankcase 30 in which oil is stored.

32 is a governor valve for pressure regulation. This governor valve 32
A pump pressure oil passage 34 extending from the discharge port of the hydraulic pump 27 is connected to the inlet 33 of the hydraulic pump 27, so that pressure oil is sent from the hydraulic pump 27 to the governor valve 32.

Further, an outlet 35 and a drain port 36 are provided for discharging the pressure oil from the governor valve 32.

The spool 37 of the governor valve 32 is pushed to the right by the elastic force A of the spring 38 as shown by the solid line, and in this state, the port 33 communicates with the outlet 35 and the drain port 36 is closed. It is being In addition, the drain port 36
are continuous in the crankcase 30.

On the other hand, a centrifugal governor 39 is provided which moves the spool 37 to the left in conjunction with the crankshaft 2. This governor 39 does not push the spool 37 when the engine I is at low speed, but when the engine I speeds up, the first governor force B increases accordingly and pushes the spool 37 to the left. When the governor 39 pushes the spool 37 to the left, the spool 37
7 closes the inlet 33, while the outlet 35 and drain port 36 communicate with each other.

The spool 37 has a large diameter part 37a at its left end and a small diameter part 37b at its right end.
The spool 37 is pushed to the left by a force equal to the difference in cross-sectional area b multiplied by the governor pressure pg in the governor valve 32 (hereinafter referred to as differential pressure C). In other words, the spool 37 is configured to move to a point where the elastic force described above and the resultant force of the differential pressure C applied to the first governor lever B are balanced.

In addition, as described above, the spool 37 is thick (while moving to the left (illustrated by the imaginary line), the spool 37 is thick at the entrance 3
3 and the drain port 36, the spool 37 is configured to open the other one.

41 is a clutch valve for pressure adjustment. The pump pressure oil passage 34 is connected to the first port 42 of this clutch valve 41, so that pressure oil from the hydraulic pump 27 is sent to this clutch valve 41. Further, an outlet 43 and a drain port 44 are provided for discharging the pressure oil from the clutch valve 41.
The outlet 43 is connected to the second cylinder 17 by a clutch oil passage 45.

Further, the clutch valve 41 has a second population 47 and a third population 4.
8, the second port 47 is connected to the outlet 35 of the governor valve 32 by a connecting oil passage 49, and the third port 48 communicates with the manual clutch oil passage 25.

The spool 50 of the clutch valve 41 has a large diameter part 50a at the left end and a small diameter part 50b at the right end, and the pump pressure Pp of the pump pressure oil passage 34 is applied to the difference in cross-sectional area between these two 50a and 50b. The spool 50 is pushed to the left by the multiplied force (hereinafter referred to as differential pressure E). On the other hand, the same spool 50 is connected to the second governor force F by the governor pressure Pg from the second population 47 and the manual clutch oil path 2.
It is pushed to the right by the clutch lever force G due to the clutch lever pressure pt from 5. In other words, the above spool 5
0 is the above differential pressure E and the clutch lever is applied to the second governor F.
It is designed to move to a point where the resultant force H obtained by adding force G is balanced.

When the spool 50 moves to the right as shown by the solid line, the first port 42 communicates with the outlet 43 and the drain port 44 is closed. Further, if the spool 50 moves significantly to the left, the first population 42 is closed and the exit 43 is closed.
This means that the drain port 44 and the drain port 44 communicate with each other. Further, as described above, when the spool 50 closes either the first population 42 or the drain port 44 while the spool 50 is moving largely to the left (as shown by the imaginary line), the spool 50 closes either the first port 42 or the drain port 44. The other one is configured to open.

52 is a pump pressure control valve 52 for pressure adjustment. The pump pressure oil passage 34 is connected to the inlet 53 of the pump pressure control valve 52.
A hydraulic pump 27 is connected to this pump pressure control valve 52.
Pressure oil is sent from the and,
The spool 54 is pushed to the right by the pump pressing force I caused by this pressure oil. Further, the spool 54 is pushed to the left by the elastic force J of the spring 55. Furthermore, the clutch oil passage 45
is connected to this pump pressure control valve 52, and the spool 5 is
4 is pushed to the left. In other words, the spool 54 moves to a point where the pump pressing force I and the resultant force obtained by adding the pressing force K to the elastic force J are balanced.

Then, when the spool 54 moves to the left as shown by the solid line, the drain port 56 is closed. Furthermore, when the spool 54 moves to the right, the drain port 53 is brought into communication with the drain port 56.

Reference numeral 58 denotes an on-off valve that opens and closes the connecting oil passage 49, and the spool 59 is controlled in two positions by a solenoid 60. This solenoid 60 is connected to a switch means 61 and a power source 62. This switch means 61 turns the solenoid 60 OFF (OFF) when the transmission 7 is in the first, second, or neutral state, and turns ON when the transmission 7 is in the third to fifth speed. (ON).

Then, when the solenoid 60 is turned off (1OFF+), the on-off valve 58 opens as shown by the solid line, that is, in this case, each of the valves 32, 41, and 52 functions as described later, and the friction clutch 9 is automatically controlled. On the other hand, when the solenoid 60 is turned off (+0FF), the on-off valve 58 is closed, that is, in this case, the functions of the valves 32, 41, and 52 are stopped, and the friction clutch 9 is turned off. It will be manually controlled by lever 23. In other words, the on-off valve 58 is operated by the friction clutch 9.
It is a switching valve for automatic and manual control.

(Operation of the first embodiment) When starting the engine 1, first apply operating force to the latch lever 23 to rotate it backward as shown by the arrow in the figure. to the right to disengage the friction clutch 9. Then, in this state, the engine 1 is started by cranking.

In the above case, if the transmission 7 is in the neutral state, the engine l will continue to flow even if the friction clutch 9 is left in the connected state.
Starting can be done.

Then, when the engine 1 is placed in the idle link state, the hydraulic pump 27 is operated in conjunction with this, and the pressure oil is sent to the governor valve 32. At this time, since the engine 1 is at a low speed, the governor 39 that is interlocked with the engine 1 does not push the spool 37 to the left with its first governor valve B. Therefore, the spool 37 of the governor valve 32 is moved as shown by the solid line. Therefore, the pressure oil from the hydraulic pump 27 is sent to the on-off valve 58 through the port 33 and the outlet 35.

By the way, when starting the engine 1 or starting the motorcycle, the transmission 7 is normally selected to be in one of the first, second, and neutral states. Therefore, the solenoid 60 is turned off (OFF) and the on-off valve 5
8 is open.

Therefore, the pressure oil from the hydraulic pump 27 is sent to the second port 47 of the clutch valve 41 through the on-off valve 58 . Then, the spool 50 of the clutch valve 41 moves to the right as shown by the solid line due to the second governor force F using this pressure oil.
A first port 42 and an outlet 43 of this clutch valve 41 communicate with each other.

Then, pressure oil from the hydraulic pump 27 flows into this clutch valve 4.
The oil passes through the first port 42 and the outlet 43 of 1, and is further fed into the second cylinder 17 through the clutch oil passage 45. As a result, the second piston 19 pushes the pressure plate 13 to the right via the interlocking shaft 20. Therefore, in this state, even if the operating force on the clutch lever 23 is released, the friction clutch 9 is maintained in the disengaged state.

Next, when the engine 1 is increased in speed in order to start the motorcycle, the governor 39 pushes the spool 37 to the left with its first governor lever B.

When the spool 37 reaches the position indicated by the imaginary line in the figure and closes the drain port 33, the drain port 36 begins to open.

Then, the pressure oil in the governor valve 32 is discharged from the drain port 36, and the governor pressure Pg decreases, that is, the differential pressure C starts to gradually decrease.

FIG. 2 is a graph diagram summarizing the above relationship, and shows that as the rotational speed of the engine I increases, the first governor power B increases, while the governor pressure Pg decreases.

When the resultant force becomes lower than the elastic force A due to the decrease in the differential pressure C, the spool 37, which had been moving to the left as described above, is pushed back to the right. From this state, when the engine I speeds up further and the first governor lever B becomes larger, the spool 37 is pushed to the left again. Thereafter, the spool 37 repeats the left and right reciprocating movements as described above, and the governor pressure Pg gradually decreases with each reciprocating movement.

Then, when the governor pressure Pg decreases, the clutch valve 4
The second governor force F at 1 also decreases, so that the spool 50 of this clutch valve 41 begins to move to the left.

When the spool 50 reaches the position indicated by the imaginary line in the figure and closes the first cap 42, the drain port 44 begins to open. Then, the pressure oil in the clutch oil passage 45 is discharged from the drain port 44, and the clutch pressure Pc in the clutch oil passage 45 gradually decreases, that is, the differential pressure E gradually decreases. At this time, when the differential pressure E becomes lower than the resultant force H, the spool 5, which has moved to the left as described above,
0 will be pushed back to the right. When the governor pressure Pg further decreases from this state and the second governor force F becomes smaller, the spool 50 is pushed to the left again. Thereafter, the left and right reciprocating movements of the spool 50 as described above are repeated, and the clutch pressure Pc gradually decreases with each reciprocating movement.

When the clutch pressure Pc decreases as described above, the second piston 19 is pushed back to the left by the spring 12,
Eventually, the driving side disk 10 and the driven side disk 11 of the friction clutch 9 begin to join. Moreover, at this time, since the clutch pressure Pc gradually decreases as described above, the driving side disk 10 and the driven side disk 11 are frictionally connected with each other with slippage, that is, the friction clutch 9 maintains a half-clutch state. After that, the connection works. Therefore, the motorcycle can be started smoothly without operating the clutch lever 23, and acceleration after shifting with the friction clutch 9 in the disengaged state can also be smoothly performed by the same effect as described above. can.

FIG. 3 is a graph diagram summarizing the above relationship. In other words, if the second governor force F increases along with the first governor force B due to an increase in the governor pressure Pg, the driving side disk 10 and the driven side disk 11 Friction clutch 9
indicates that it is in a connected state.

While the motorcycle is running, for example, when the clutch lever 23 is rotated to disengage the friction clutch 9 prior to a shift operation of the transmission 7, the mask cylinder 24
Pressure oil is fed into the first cylinder 16 from the first cylinder 16 .

On the other hand, pressure oil is also fed into the third port 48 of the clutch valve 41, and as a result, the spool 50 is pushed to the right due to the increase in the clutch lever force G. Then, the first port 42 and the outlet 43 of the clutch valve 41 communicate with each other, and the pressure oil from the hydraulic pump 27 passes through the clutch oil path 45 and enters the second outlet 43.
It is fed into the cylinder 17. Then, by the operation of the first cylinder 16 and the second cylinder 17, the friction clutch 9 is disengaged. In other words, the clutch valve 41 is fft! ! This is provided so that the clutch lever 23 can be easily operated when the clutch 9 is disengaged.

In addition, when the motorcycle is running and the gear is changed from 3rd gear to 5th gear by the above-mentioned gear change operation, the solenoid 60
is turned on (ONI), the on-off valve 58 is closed, and the automatic control of the friction clutch 9 is canceled.

By operating the clutch lever 23, the first cylinder 1
6 is operated to connect and disconnect the friction clutch 9.

When decelerating or stopping the motorcycle, if the engine 1 is set to low speed and the gear is shifted to 1st gear, 2nd gear, or neutral, the on-off valve 58 opens again and the clutch is closed. As described above, the friction clutch 9 automatically enters the disengaged state without operating the lever 23. After this, the friction clutch 9 is automatically controlled again. That is, if the engine I is increased in speed from this state, the friction clutch 9 will be automatically engaged again as described above.

On the other hand, as described above, when the clutch pressure Pc decreases and the friction clutch 9 is engaged, this clutch pressure Pc has become considerably low, and therefore the differential pressure with the pump pressure pp is large. It becomes a thing. Therefore, the pump pressing force I becomes larger than the resultant force in the pump pressure control valve 52, and therefore the spool 54 is pushed to the right. Then, the pressure oil in the pump pressure oil passage 34 is discharged from the drain port 56, and the pump pressure Pp decreases.

That is, if the pump pressure Pp decreases as described above, the pressure difference between this and the clutch pressure Pc becomes small (therefore, the pressure control in the governor valve 32 and the clutch valve 41 is performed more accurately, and the hydraulic pump Wasteful power consumption in 27 can also be suppressed.

Note that, although one or more of the above is based on the illustrated example, the clutch valve 41 and the pump pressure control valve 52 are not essential.
5 may be directly connected to the second cylinder 17,
Alternatively, the friction clutch 9 may be automatically controlled in any speed change state without providing the on-off valve 58.

(Second example) FIG. 4 shows a second embodiment.

The basic configuration and operation of this embodiment are the same as those of the first embodiment, so the common configurations will be designated by reference numerals in the drawings and their explanation will be omitted, and different configurations will be explained.

In the figure, 65 is a governor valve, and a valve body 66 has a port 67 and a drain port 68 formed therein. A needle-shaped valve body 69 is provided within the valve body 66 to open and close the oil passage from the port 67 to the drain port 68.

Further, a bolt body 71 is supported on the valve body 66 so as to be rotatable about its axis, and a nut 72 is screwed onto the bolt body 7I.

The valve body 69, the bolt body 71. ! 3 and the nut 72 are located coaxially, and a spring 73 interposed between the valve body 69 and the nut 72 biases the valve body 69 in the valve closing direction with its elastic force M. Further, the nut 72 is slidably engaged with a lock pin 74 so as not to rotate together with the bolt body 71.

Reference numeral 75 denotes a servo motor, and this servo motor 75 is driven by the engine l via a control means 76, and the bolt body 71 is interlocked and connected to this servo motor 75 via a gear means 77. . When the engine l is at low speed, the rotation of the bolt body 71 by the servo motor 75 causes the nut 72 to move to the right as shown by the solid line, that is, the elastic force that tends to close the valve body 69 This is done so that M becomes large.

On the other hand, when the engine 1 speeds up, the rotation of the bolt body 71 by the servo motor 75 causes the nut 7 to tighten as shown in the phantom line.
2 is moved to the left, that is, the elastic force M that tends to close the valve body 69 is gradually reduced.

79 is a clutch valve. The pump pressure oil passage 34 is connected to the first port 80 of the clutch valve 79, and the first outlet 81 communicates with the inlet 67 of the governor valve 65 through a communication passage 82. Population 84
It is also familiar.

Further, the manual clutch oil passage 25 is connected to the third port 85, and the clutch oil passage 45 is further connected to the second outlet 86. 87 is a drain port.

Further, a spring 90 is provided that pushes the clutch valve 79 to the left.

Then, the governor pressure Pg of the communication passage 82 becomes the second pressure 84
The spool 89 is introduced to the clutch valve 79 through the governor force N, and the spool 89 is pushed to the right. Also,
A piston 91 is fitted into the clutch valve 79 corresponding to the left end of the spool 89, and a manual clutch oil passage 2 is inserted into the clutch valve 79.
This piston 91 is pushed to the right by clutch lever force 0 due to clutch lever pressure PL from 5, and
The piston 91 pushes the spool 89 to the right. On the other hand, the spool 89 is pushed to the left by the elastic force P exerted by the spring 90. In other words, the spool 89 moves until the elastic force P is balanced with the resultant force Q obtained by adding the governor force N to the clutch lever force 0.

(Operation of the second embodiment) When the engine l starts and is in the idle link state, since the engine l is at a low speed, the servo motor 75 interlocked with this rotates the bolt body 71 and the nut 72
is moved to the right as shown by the solid line. Then, spring 7
The elastic force M of No. 3 becomes large and the valve body 69 is kept in the closed state.

At this time, pressure oil from the hydraulic pump 27 is sent to the clutch valve 79 through the first inlet 80, first outlet 81, communication passage 82, and second port 84 of the clutch valve 79. Therefore, as the governor force N increases, the spool 89 is kept moved to the right as shown by the solid line. At this time, the pressure oil from the hydraulic pump 27 is transferred to the first inlet 8 of the clutch valve 79.
0, is fed into the second piston 19 through the second outlet 86, and the friction clutch 9 is kept in the disengaged state.

Next, when the speed of the engine 1 is increased, the servo motor 75 is operated to rotate the bolt body 71 and gradually move the nut 72 to the left as shown by the phantom line. Then, spring 7
As the elastic force M of No. 3 becomes smaller, the valve body 69 is pushed by the governor pressure Pg of the communication passage 82 and gradually begins to open. As a result, the pressure oil in the communication passage 82 is discharged through the drain port 68, and as a result, the governor pressure Pg gradually decreases.

If the governor pressure Pg decreases as described above, the clutch valve 7
9, the governor force N decreases and the spool 89 moves toward the left. Then, the first inlet 80 and the first outlet 81 are simultaneously closed by this spool 89, while the drain port 87 is opened. In other words, clutch oil path 4
5 communicates with a drain port 87 through a second outlet 86, the pressure oil in this clutch oil passage 45 is discharged, and the clutch pressure Pc gradually decreases.

Then, when the clutch pressure Pc decreases as described above, the friction clutch 9 automatically starts to engage. Moreover, at this time, since the clutch pressure Pc gradually decreases, the friction clutch 9 goes through a half-clutch state and then engages.

When the clutch lever 23 is rotated while the motorcycle is running, the spool 89 is pushed to the right via the piston 91. Then, the first inlet 80 and the second inlet of the clutch valve 79
The outlet 86 is in communication with the hydraulic pump 27, and pressure oil from the hydraulic pump 27 is sent into the second cylinder 7 through the clutch oil passage 45, thereby disengaging the friction clutch 9.

When decelerating or stopping the motorcycle, if the engine 1 is brought to a low speed, the friction clutch 9 is automatically disengaged as described above without operating the clutch lever 23.

(Effects of the Invention) According to the present invention, a hydraulic pump that discharges pressure oil in conjunction with the engine is provided, and when the engine rotates at low speed, the pressure oil from the hydraulic pump is applied to the friction clutch against the elastic force. Since the above-mentioned pressure oil is depressurized as the engine rotation increases, when the engine is rotating at low speed, such as when the engine is stopped at a traffic light, the hydraulic pressure linked to the engine is reduced. Pressure oil from the pump automatically keeps the friction clutch in a disengaged state. Therefore, in the past, it was necessary to apply operating force to the clutch lever to keep the friction clutch in the disengaged state in order to prevent power from being transmitted from the engine to the transmission while the vehicle was stopped. becomes unnecessary.

Furthermore, when the engine speed is increased from the above state, the pressure of the pressure oil that keeps the friction clutch in the disengaged state is reduced. Therefore, the friction clutch gradually engages in friction due to the elastic force of the spring, thereby making it possible to start the motorcycle. That is, since the friction clutch is automatically engaged when the engine speed is increased, there is no need to operate the latch lever as in the conventional case.

Therefore, it becomes easy to operate the clutch lever for connecting and disconnecting the friction clutch.

[Brief explanation of the drawing]

1 to 3 show a first embodiment of the present invention.
The figure is an overall diagram, FIGS. 2 and 3 are graphs, and FIG. 4 is an overall diagram showing the second embodiment. l...Engine, 7...Transmission, 9...Friction clutch, 12...Spring, 23...Clutch lever 127...Hydraulic pump. Figure 3 Sword Yaa Nagi

Claims (1)

[Claims] 1. A friction clutch is provided to connect and disconnect power transmission from the engine to the transmission, and while this friction clutch connects with elastic force, when the clutch lever is operated, the friction clutch disconnects against the elastic force. The motorcycle is provided with a hydraulic pump that discharges pressure oil in conjunction with the engine, and when the engine is rotating at low speed, the pressure oil from the hydraulic pump acts against the elastic force to disengage the friction clutch. and a clutch operating device for a motorcycle, which reduces the pressure of the pressure oil as the rotation of the engine increases.