Power transmission device and power assembly thereof

Abstract

The invention relates to the technical field of power transmission, in particular to a power transmission device and a power assembly thereof, the power transmission device comprises a shell, a diaphragm spring, a pressure plate and a crankshaft, and the power transmission device further comprises a transmission plate, a flywheel, a centrifugal driving assembly, a transmission assembly, a flameout prevention assembly and a friction assembly. According to the anti-flameout device, the flameout phenomenon caused by the fact that the clutch is loosened suddenly due to improper operation of a driver during starting of a manual gear automobile is avoided, and specifically, by arranging the anti-flameout assembly, the contact piece and other structures, the anti-flameout assembly can be locked between the transmission disc and the flywheel when the rotating speed of the crankshaft does not reach the specified speed; and the surface of the flameout-preventing assembly and the contact piece are made of materials with low friction coefficients, so that flameout of the engine cannot be caused, when the rotating speed of the crankshaft reaches the specified speed, the flameout-preventing assembly is unlocked and retracts into the flywheel, and at the moment, the transmission disc makes contact with the flywheel to conduct transmission.

Description

Technical Field

[0001] The present invention relates to the technical field of power transmission, and in particular to a power transmission device and a power assembly thereof. Background Art

[0002] The transmission operating system used in the driving process of the car is composed of a clutch, a transmission, a universal transmission device and a related drive axle, that is, a power transmission device that connects the engine and the car's drive wheels. The quality standard of the powertrain is also related to important indicators such as driving safety, stability, energy efficiency, and emissions.

[0003] There is an important problem when starting a manual transmission car. If the clutch is suddenly released when the transmission speed is lower than the lowest permitted speed of the engine, the static transmission disc will contact the flywheel, which may cause the engine to stall. Combined with the scenario analysis, the normal driving up and down shift process can be excluded first. The setting of the gear shift line can ensure that the engine runs above the idle speed, without the risk of stalling. However, in low-speed / parking conditions, there is a risk of engine stalling if the clutch is suddenly released completely when starting.

[0004] In order to prevent the engine from stalling due to improper operation at the start, the existing strategy is mainly to add sensors and set engine speed threshold conditions. When the engine speed is lower than the threshold, the anti-stall logic is triggered, and the controller will immediately separate the transmission plate from the flywheel to avoid stalling. However, due to the accuracy deviation of the speed sensor installed at low speeds in actual situations, this logic is defective. This defect is mainly reflected in the following two aspects: (i) the update cycle of the speed signal. The engine speed signal comes from the update time of the missing tooth position on the monitoring flywheel, which means that the lower the speed, the lower the time accuracy; (ii) the deviation of the actual speed. The actual speed will be calculated by the update time, which can be approximately regarded as the average speed of a certain period of time. When the engine speed is slow when the car starts, the deviation of the actual speed calculated at this time will also be greater.

[0005] To this end, a power transmission device and a power assembly thereof are proposed. Summary of the invention

[0006] The purpose of the present invention is to provide a power transmission device and a power assembly thereof, which solves the problem of a manual transmission car stalling due to sudden release of the clutch when starting, thereby increasing the service life of the friction plate on the flywheel and the transmission disc, and optimizing the entire transmission system.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A power transmission device comprises a housing, a diaphragm spring, a pressure plate, and a crankshaft. The power transmission device also comprises a transmission plate, a flywheel, a centrifugal drive assembly, a transmission assembly, an anti-stall assembly and a friction assembly. The anti-stall assembly is located on the flywheel, the diaphragm spring presses the transmission plate on the flywheel through the pressure plate, the housing presses the diaphragm spring on the pressure plate, a pressure plate is connected to the middle part of the diaphragm spring, and a pressure block is connected to the pressure plate. When the clutch is pressed, the pressure block presses the diaphragm spring through the pressure plate to release the pressure of the pressure plate on the transmission plate to separate it from the flywheel. At this time, the anti-stall assembly is locked between the transmission plate and the flywheel, one end of the crankshaft is connected to the flywheel, the centrifugal drive assembly is arranged on the crankshaft, and the flywheel is provided with a friction assembly that cooperates with the transmission plate and gives it a rotation tendency. After the crankshaft rises to a specified speed, the centrifugal drive assembly releases the lock of the anti-stall assembly through the transmission assembly to retract it into the flywheel, thereby causing the transmission plate to contact with the flywheel for transmission.

[0009] Through the above scheme, when the car starts and the flywheel speed has not reached the specified speed, if the driver improperly releases the clutch pedal, the transmission plate will be stuck by the anti-stall component located between the flywheel and the transmission plate. When the flywheel speed reaches the specified speed, the anti-stall component will be unlocked and retracted into the flywheel. At this time, the transmission plate contacts the flywheel for transmission, which effectively avoids the stalling phenomenon caused by improper operation of the driver when starting.

[0010] In order to minimize the impact of the anti-stall component on the flywheel when it contacts the transmission disc, it is considered that a material with less friction should be selected.

[0011] Preferably, the transmission plate comprises a transmission plate body, a friction plate and a contact plate from the inside to the outside, the friction plate is made of a high-friction material, and the surface of the contact plate close to the flywheel is made of a smooth material.

[0012] Through the above solution, a material with a smaller friction coefficient is used on the contact plate. When the clutch pedal is released, the smooth contact plate on the transmission plate will first contact the anti-stall component on the flywheel, which can effectively reduce the phenomenon of stalling caused by contact between the friction plate on the transmission plate and the flywheel.

[0013] Preferably, the flameout prevention assembly comprises a block, a return spring 1, a slider, a movable locking block, a latch and a positioning pin, the block surface is made of a smooth material, the slider is fixed to the lower side of the block, the return spring 1 is connected to the block, the block and the movable locking block are fixedly connected together, the positioning pin is slidably connected to the movable locking block and cannot be separated from the movable locking block, the latch and the positioning pin are fixedly connected, the flywheel comprises a flywheel body, a friction disc, a flywheel outer ring, an installation groove 1, an installation groove 2, a slide groove 1, a fixed locking block and a lock hole, the flywheel body is fixed to the crankshaft, the friction disc The outer ring of the flywheel body is arranged, the surface of the friction disk is a high-friction material, the outer ring of the flywheel is arranged on the periphery of the friction disk, the outer ring of the flywheel is provided with a mounting groove 1 running through the front and rear, the fixed locking block is fixed in the mounting groove 1, the locking hole is arranged on the fixed locking block, the movable locking block can be fixed to the fixed locking block through the cooperation of the latch and the locking hole, the mounting groove 2 is opened on one side of the mounting groove 1, the slide groove 1 is opened on the lower side of the mounting groove, the block is slidably connected in the mounting groove 2 through the cooperation of the slider and the slide groove 1, and the end of the reset spring 1 away from the block is connected to the mounting groove 2.

[0014] Through the above scheme, the block corresponding to the contact piece is also set to a material with a smaller friction coefficient, further reducing the impact of the transmission disc on the flywheel when it is pressed against the flywheel. In addition, when the speed of the flywheel reaches the specified speed, the pin will move out of the lock hole to release the lock of the movable lock block and the fixed lock block. At this time, the block will slide along the slide groove one to the installation groove two. At this time, the transmission disc and the flywheel are in normal contact for transmission.

[0015] Since the contact plate is a circular ring structure, if the block is set to a regular square structure, it may contact the friction plate and increase the impact of friction, or a lot of unused area will appear. For this reason, we can set the block to a shape similar to the contact plate.

[0016] Preferably, the shape of the side of the stopper in contact with the contact sheet is an arc-shaped structure with the same radius as that of the contact sheet.

[0017] Through the above scheme, the stopper is set to an arc-shaped structure similar to the contact piece, so that it can better fit with the contact piece, fully utilize its surface area, share the pressure brought by the transmission disc, and effectively improve the service life of the parts.

[0018] Since the latch is set obliquely in this case in order to make it easier to pull out, the position of the fixed lock block with a corresponding lock hole should also correspond to it. In order to prevent the inclined movable lock block and the fixed lock block from sliding along the inclined surface when locked, the fixed lock block is required to have the function of limiting the position of the movable lock block. Here, we can extend a vertical part on the fixed lock block to act as a limit baffle.

[0019] Preferably, the fixed locking block comprises an upper and lower part, the upper part is arranged along the radial direction of the flywheel, and the lower part is inclined and has an obtuse angle with the upper part.

[0020] Through the above scheme, the pressure generated by the transmission disk on the two locking blocks and the pin is decomposed into horizontal and vertical forces. The inclined lower part only needs to bear the horizontal pressure, which makes the unlocking of the movable locking block more labor-saving. The upper part arranged along the radial direction of the flywheel can act as a baffle, effectively avoiding the problem that the movable locking block slides along the slope when approaching the fixed locking block under the action of the return spring 1, resulting in the pin being unable to be inserted into the lock hole.

[0021] Preferably, the friction assembly includes an active friction block, a return spring 2 and a slide groove 2, the slide groove 2 is arranged on the stop block, the active friction block is slidably connected to the stop block along the slide groove 2, a mounting groove 3 is provided on a lower side of the mounting groove, the two ends of the return spring 2 are respectively connected to the active friction block and the mounting groove 3, and the surface of the active friction block is a high friction material.

[0022] Through the above scheme, when the transmission disc is blocked by the block, the contact between the active friction block and the friction plate provides a friction force that is not enough to cause stalling, thereby giving the transmission disc a certain rotation tendency, so that the transmission disc can have a certain speed instead of the original static state when it contacts the flywheel, thereby reducing the dynamic friction force when the transmission disc contacts the flywheel, reducing the jitter generated during contact, thereby protecting the entire transmission system, reducing the wear of the friction plate and increasing the service life.

[0023] Preferably, the transmission assembly includes a transmission rod, a connecting rod one, an intermediate connecting rod, a connecting rod two and a hinged fixed block, the transmission rod is fixed to the centrifugal block, the other end of the transmission rod is hinged to the intermediate connecting rod through the connecting rod one, the hinged fixed block is fixed on the crankshaft, the intermediate connecting rod is hinged to the hinged fixed block, the two ends of the connecting rod two are respectively connected to the intermediate connecting rod and the pin, the two ends of the intermediate connecting rod have an angle of 120 degrees and the end connected to the connecting rod two is higher than the other end in the vertical direction.

[0024] Through the above scheme, the structure in which the middle connecting rod is set with an angle of 120 degrees at both ends and one end connected to the second connecting rod is higher than the other end in the vertical direction can move the second connecting rod away from the flywheel when the centrifugal drive assembly rises, thereby pulling the pin out of the lock hole.

[0025] Preferably, the hinged fixing block is located at the point where the transmission rod, connecting rod 1, intermediate connecting rod and connecting rod 2 are divided into three equal parts in the axial direction of the crankshaft and is close to the flywheel.

[0026] Through the above scheme, multiple connecting rods are formed into a force-saving lever, so that it can be easier to pull out when the transmission disk is pressed on the block and the movable locking block connected thereto gives pressure to the pin, making it difficult to pull out, so that the block can be unlocked in time, thereby not affecting the power transmission.

[0027] Preferably, the centrifugal drive assembly includes a centrifugal spring and a centrifugal block, the two ends of the centrifugal spring are respectively fixedly connected to the crankshaft and the centrifugal block, a slide rail is fixedly connected to the crankshaft, the slide rail is in a U-shape and has an opening toward the flywheel, and the centrifugal block is slidably connected in the slide rail.

[0028] Through the above scheme, the centrifugal weight is connected to the crankshaft through a spring, and the distance between the centrifugal weight and the crankshaft will also change with the rotation speed of the crankshaft. When the crankshaft rotation speed reaches the specified speed, the centrifugal weight will also reach the set position and then unlock the block through the transmission assembly. At this time, when the transmission disk contacts the flywheel, it will not cause it to stall, which effectively solves the problem of stalling.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] 1. The present invention solves the problem of stalling of a manual transmission car caused by improper operation of the driver when the clutch is released when starting. Specifically, by providing an anti-stall component and a contact piece and other structures, when the crankshaft speed does not reach a specified speed, the anti-stall component will be locked between the transmission disc and the flywheel, and the surface of the anti-stall component and the contact piece are both made of a material with a low friction coefficient, so the engine will not stall. When the crankshaft speed reaches the specified speed, the anti-stall component is unlocked and retracted into the flywheel, at which time the transmission disc contacts the flywheel and transmits the power.

[0031] 2. By setting up a friction component, when the block is locked between the transmission disc and the flywheel, the contact between the active friction block and the friction plate can provide a certain friction force to give the transmission disc a rotation tendency without causing the engine to stall, so that it has a certain speed when it contacts the high-speed rotating flywheel later, thereby reducing the dynamic friction force when the transmission disc and the flywheel contact, reducing the jitter generated during contact, thereby protecting the entire transmission system, reducing the loss of the friction plate and increasing the service life.

[0032] A power assembly includes the power transmission device described above, and includes an engine, a transmission shaft, a pressure block, a pressure plate, a gearbox, a universal transmission device, a drive shaft, a differential and a half shaft, wherein the power transmission device is connected to the engine through a crankshaft and transmits the power output thereof, the transmission shaft is connected to a transmission plate, and the other end of the transmission shaft is connected to the gearbox as a power input shaft, the two ends of the universal transmission device are respectively connected to the gearbox and the drive shaft, the drive shaft is connected to the differential, and the two half shafts are respectively connected to the two sides of the differential for connecting the drive wheels.

[0033] Through the above scheme, the power provided by the engine is transmitted to the power transmission device and then to the gearbox through the drive shaft. When the gearbox is engaged, the power will be transmitted from the gearbox and transmitted to the differential through the universal joint and the drive shaft, and finally transmitted to the drive wheels through the two half-shafts connected to the differential to complete the power transmission.

[0034] Preferably, the centrifugal mass on the crankshaft is arranged at a diagonal position to a plurality of followers on the crankshaft inside the engine.

[0035] Through the above solution, the centrifugal block is set at the diagonal position of the driven member installation position on the crankshaft inside the engine, which effectively offsets the vibration caused by the eccentric force generated by the rotation of the driven member, thereby making the power transmission more stable.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] 1. There are multiple eccentrically mounted followers on the crankshaft inside the engine. When the crankshaft rotates, it will be affected by the eccentric force generated by it and cause slight vibration. In the present invention, the centrifugal block is arranged at a position opposite to it, which can effectively offset the vibration caused by the eccentric force generated by the rotation of the follower, thereby making the power transmission more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 It is a structural cross-sectional view of the power assembly of the present invention;

[0039] Figure 2 It is a schematic structural diagram of the power transmission device of the present invention;

[0040] Figure 3 is an exploded view of the power transmission device of the present invention;

[0041] Figure 4 It is a schematic structural diagram of the flywheel part of the present invention;

[0042] Figure 5 It is a structural schematic diagram of the transmission disc part of the present invention;

[0043] Figure 6 It is a structural schematic diagram of the flameout prevention assembly of the present invention;

[0044] Figure 7 It is a structural schematic diagram of the friction component part of the present invention;

[0045] Figure 8 It is a schematic diagram of the structure of a partially enlarged flywheel of the present invention;

[0046] Fig. 9 It is a structural schematic diagram of the installation position of the anti-stall component and the friction component on the flywheel of the present invention;

[0047] Fig.10 It is a schematic structural diagram of the flameout prevention assembly of the present invention and its driving and connecting parts.

[0048] In the figure: a, engine; b, power transmission device; c, transmission shaft; d, pressure block; e, pressure plate; f, gearbox; g, universal transmission device; h, drive shaft; i, differential; j, half shaft; 1, housing; 2, diaphragm spring; 3, pressure plate; 4, transmission plate; 401, transmission plate body; 402, friction plate; 403, contact plate; 5, flywheel; 501, flywheel body; 502, friction plate; 503, flywheel outer ring; 504, installation slot 1; 505, installation slot 2; 506, installation slot 3; 507, slide slot 1; 508, fixed lock block; 50 9. Lock hole; 6. Crankshaft; 7. Slide rail; 8. Centrifugal drive assembly; 801. Centrifugal spring; 802. Centrifugal block; 9. Transmission assembly; 901. Transmission rod; 902. Connecting rod one; 903. Intermediate connecting rod; 904. Connecting rod two; 905. Articulated fixing block; 10. Anti-stall assembly; 1001. Block; 1002. Reset spring one; 1003. Sliding block; 1004. Active locking block; 1005. Latch; 1006. Positioning pin; 11. Friction assembly; 1101. Active friction block; 1102. Reset spring two; 1103. Slide groove two. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] See also Figures 1 to 10 The present invention provides a power transmission device and a power assembly thereof, and the technical solution is as follows:

[0051] For details, please refer to Figure 1 , Figure 2 and Figure 3A power assembly includes a power transmission device b, and includes an engine a, a transmission shaft c, a pressure block d, a pressure plate e, a gearbox f, a universal transmission device g, a drive shaft h, a differential i and a half shaft j. The engine a is an inline four-cylinder gasoline engine. The power transmission device b is connected to the engine a through a crankshaft 6 and transmits its output power. The centrifugal block 802 on the crankshaft 6 is arranged at a diagonal position with multiple driven members on the crankshaft 6 inside the engine a, so that it can offset the vibration caused by the eccentric force generated by the rotation of the driven members, thereby making the power transmission more stable. The transmission shaft c is connected to the transmission plate 4, and the other end of the transmission shaft c is connected to the gearbox f as a power input shaft. The two ends of the universal transmission device g are respectively connected to the gearbox f and the drive shaft h through universal joints. The drive shaft h is connected to the differential i, and the two half shafts j are respectively connected to the two sides of the differential i for connecting the drive wheels.

[0052] As an embodiment of the present invention, refer to Figure 3 , Figure 4 and Figure 5 A power transmission device includes a housing 1, a diaphragm spring 2, a pressure plate 3, and a crankshaft 6. The power transmission device b also includes a transmission plate 4, a flywheel 5, a centrifugal drive assembly 8, a transmission assembly 9, an anti-stall assembly 10 and a friction assembly 11. The housing 1 is fixed to the flywheel 5 by screws, and the pressure plate 3 is connected to the housing 1 by bolts and spring sheets. The housing 1 presses the diaphragm spring 2 on the pressure plate 3, and the diaphragm spring 2 presses the transmission plate 4 on the flywheel 5 through the pressure plate 3. The transmission plate 4 includes a transmission plate body 401, a friction plate 402 and a contact plate 403 from the inside to the outside. The friction plate 402 is a composite material mainly composed of asbestos-based friction material and has a very high friction coefficient. The radial width of the contact plate 403 is one-sixth of the radial width of the friction plate 402. The main material of the contact plate 403 is steel, and its surface is coated with polytetrafluoroethylene (PTFE) to ensure that it has good self-lubrication and low friction coefficient.

[0053] As an embodiment of the present invention, refer to Figure 6 , Figure 7 , Figure 8 and Fig. 9The anti-stall assembly 10 is located on the flywheel 5, and the anti-stall assembly 10 includes a block 1001, a return spring 1002, a slider 1003, a movable lock block 1004, a latch 1005 and a positioning pin 1006. The block 1001 is stuck between the flywheel 5 and the transmission disc 4 when in a locked state. The surface of the block 1001 is coated with polytetrafluoroethylene (PTFE), so that it can cooperate with the contact sheet 403. Since the block 1001 and the contact sheet 403 are made of a material with a small friction coefficient, when the clutch pedal is released, the block 1001 will prevent the entire transmission disc 4 from sticking to the flywheel 5 by contacting with the contact sheet 403, which can effectively reduce the phenomenon of flameout caused by contact between the friction sheet 402 on the transmission disc 4 and the flywheel 5.

[0054] The area of ​​the block 1001 is set to be one sixtieth of the area of ​​the contact piece 403, and the shape of the side in contact with the contact piece 403 is an arc-shaped structure with the same radius as the contact piece 403, so that it can better fit with the contact piece, make full use of its surface area, share the pressure brought by the transmission disk, and effectively improve the service life of the parts. The slider 1003 is fixed to the lower side of the block 1001, and the slider 1003 is located in the middle of the block 1001. When the slider 1003 moves to the end of the slide groove 507 close to one end of the transmission disk 4, the block 1001 extends to the maximum position and the distance extending from the flywheel 5 is 2 cm. When the slider 1003 moves to the end of the slide groove 507 away from one end of the transmission disk 4, the slider 1003 is completely retracted into the flywheel 5. The reset spring 1002 is connected to the block 1001. Block 1001 is fixedly connected with the movable locking block 1004, the positioning pin 1006 is slidably connected to the movable locking block 1004, the positioning pin 1006 is located inside the movable locking block 1004 and is provided with a card block so that it cannot be separated from the movable locking block 1004, and the latch 1005 is fixedly connected with the positioning pin 1006. Under the action of the positioning pin 1006, the latch 1005 will not be able to completely break away from the movable locking block 1004, avoiding the situation that the transmission component 9 cannot align it after it is unlocked.

[0055] The flywheel 5 comprises a flywheel body 501, a friction disc 502, a flywheel outer ring 503, an installation groove 1 504, an installation groove 2 505, a slide groove 1 507, a fixed locking block 508 and a locking hole 509. The flywheel body 501 is fixed to the crankshaft 6. The friction disc 502 is arranged on the outer ring of the flywheel body 501. The surface of the friction disc 502 is a high friction material made of a composite material mainly composed of asbestos-based friction material. The flywheel outer ring 503 is arranged on the periphery of the friction disc 502. The flywheel outer ring 503 is provided with an installation groove 1 504 running through the front and back. The height of the installation groove 1 504 in the vertical direction is 3 times the height of the movable locking block 1004. The fixed locking block 508 is fixed in the installation groove 1 504. The fixed locking block 508 includes an upper and lower part, the upper part is arranged along the radial direction of the flywheel 5, and the lower part is inclined and has an obtuse angle with the upper part. Due to this arrangement, the locking hole 509 can be kept in an inclined state, so that the pressure generated by the transmission disk 4 on the two locking blocks and the latch 1005 is decomposed into horizontal and vertical forces. The inclined lower part only needs to bear the horizontal pressure, which makes the unlocking of the movable locking block 1004 more labor-saving. The upper part arranged along the radial direction of the flywheel 5 can act as a baffle, avoiding the problem that the movable locking block 1004 slides along the slope when approaching the fixed locking block 508 under the action of the reset spring 1002, resulting in the latch 1005 being unable to be inserted into the locking hole 509. The locking hole 509 is arranged on the fixed locking block 508, and the movable locking block 1004 can be fixed to the fixed locking block 508 through the cooperation of the latch 1005 and the locking hole 509. The mounting groove 2 505 is opened on one side of the mounting groove 1 504, and the length of the mounting groove 2 505 is two-thirds of the axial length of the flywheel 5. The slide groove 1 507 is opened on the lower side of the mounting groove 1 504. The block 1001 is slidably connected in the mounting groove 2 505 through the cooperation of the slider 1003 and the slide groove 1 507. The end of the return spring 1 1002 away from the block 1001 is connected to the mounting groove 2 505. When the rotation speed of the flywheel 5 reaches the specified speed, the latch 1005 will move out of the locking hole 509 to release the locking of the movable locking block 1004 and the fixed locking block 508. At this time, the block 1001 will slide along the slide groove 1 507 to the mounting groove 2 505. At this time, the transmission disk 4 and the flywheel 5 are in normal contact for transmission.

[0056] As an embodiment of the present invention, refer to Figure 4 and Fig.10, one end of the crankshaft 6 is connected to the flywheel 5, the centrifugal drive assembly 8 is arranged on the crankshaft 6, the transmission assembly 9 is used to connect the centrifugal drive assembly 8 and the anti-stall assembly 10, the centrifugal drive assembly 8 includes a centrifugal spring 801 and a centrifugal block 802, the centrifugal block 802 is a steel block with a weight of 3 pounds, both ends of the centrifugal spring 801 are fixedly connected to the crankshaft 6 and the centrifugal block 802 respectively, a slide rail 7 is fixedly connected to the crankshaft 6, the slide rail 7 is in a U shape and the opening faces the flywheel 5, the centrifugal block 802 is slidably connected in the slide rail 7, the height of the slide rail 7 is set to two-thirds of the radius of the flywheel 5. When the rotational speed of the crankshaft 6 reaches the specified speed, the centrifugal block 802 will also reach the highest point of the slide rail 7 and then unlock the stop block 1001 through the transmission assembly 9. At this time, when the transmission disc 4 contacts the flywheel 5, it will not cause stalling, effectively solving the problem of stalling.

[0057] The transmission assembly 9 includes a transmission rod 901, a first connecting rod 902, an intermediate connecting rod 903, a second connecting rod 904 and a hinged fixing block 905. The transmission rod 901 is fixed to the centrifugal block 802. The other end of the transmission rod 901 is hinged to the intermediate connecting rod 903 through the first connecting rod 902. The hinged fixing block 905 is fixed on the crankshaft 6. The intermediate connecting rod 903 is hinged to the hinged fixing block 905. Both ends of the second connecting rod 904 are respectively connected to the intermediate connecting rod 903 and the pin 1005. The included angle between both ends of the intermediate connecting rod 903 is 120 degrees, and the end connected to the second connecting rod 904 is higher than the other end in the vertical direction. This setting can move the second connecting rod 904 away from the flywheel 5 when the centrifugal block 802 rises, and then pull out the pin 1005 from the lock hole 509. The hinged fixing block 905 is located at the trisection point of the axial length of the transmission rod 901, the first connecting rod 902, the intermediate connecting rod 903 and the second connecting rod 904 on the crankshaft 6 and is close to the flywheel 5. This setting method can form a labor-saving lever with multiple connecting rods, making it easier to pull out when the transmission disc 4 presses on the stop block 1001 and applies pressure to the pin 1005 through the connected movable lock block 1004, making it difficult to pull out, so that it can unlock the stop block 1001 in time and thus does not affect the power transmission.

[0058] As an implementation mode of the present invention, referring to Figure 7 , Figure 8 and Fig. 9 , a friction assembly 11 is provided on the flywheel 5 to cooperate with the transmission disc 4 and give it a rotational tendency. After the crankshaft 6 rises to the specified rotational speed, the centrifugal drive assembly 8 releases the lock of the anti-stall assembly 10 through the transmission assembly 9, causing it to retract into the flywheel 5, and then the transmission disc 4 contacts the flywheel 5 for transmission.

[0059] The friction assembly 11 includes an active friction block 1101, a reset spring 1102 and a second slide 1103. The surface of the active friction block 1101 is a high friction material made of a composite material mainly composed of asbestos-based friction material. The width of the active friction block 1101 is one-sixth of the width of the friction plate 402. The active friction block 1101 will be moved along the second slide 1103 and exceed the block 1001 by five millimeters under the action of no other pressure. The second slide 1103 is arranged on the block 1001. The active friction block 1101 is slidably connected with the block 1001 along the second slide 1103. The lower side of the mounting groove 1 504 is provided with a mounting groove 3. 506, the length of the installation groove three 506 is one third of the axial length of the flywheel 5, and the two ends of the reset spring two 1102 are respectively connected to the active friction block 1101 and the installation groove three 506. When the transmission disc 4 is blocked by the block 1001, the contact between the active friction block 1101 and the friction plate 402 is provided to provide a friction force that is not enough to cause flameout, thereby giving the transmission disc 4 a certain rotation tendency, so that the transmission disc 4 can have a certain speed instead of the original static state when it contacts the flywheel 5, thereby reducing the dynamic friction force when the transmission disc 4 contacts the flywheel 5, reducing the jitter generated during contact, thereby protecting the entire transmission system, reducing the loss of the friction plate 402, and thus increasing the service life of the parts.

[0060] The specific working principle is: when a manual transmission vehicle starts, first step on the clutch pedal and the brake, then ignite and start the engine a. When the clutch pedal is stepped on, the pressure block d presses the middle part of the diaphragm spring 2 through the pressure plate e to make the edge spring part tilt up, release the pressure of the pressure plate 3 on the transmission plate 4 to separate it from the flywheel 5, then engage the gear and release the clutch. At this time, the block 1001 is locked between the transmission plate 4 and the flywheel 5, and the active friction block 1101 will also contact the friction plate 402 on the transmission plate 4 under the action of the return spring 2 1102. During the operation of the engine a, the speed of the crankshaft 6 and the flywheel 5 connected to the engine a will become faster and faster. During the acceleration process, under the friction force of the active friction block 1101 and the friction plate 402, the transmission plate 4 will have a tendency to rotate, so that it is not in a stationary state when it contacts with the flywheel 5 next, thereby reducing the two The dynamic friction force when the two are in contact reduces the vibration generated during contact and thus protects the entire transmission system, reduces the loss of the friction plate and increases its service life. When the speed of the crankshaft 6 and the flywheel 5 is increased to the specified speed, the centrifugal force generated by the centrifugal block 802 will be pulled out of the lock pin 1005 from the lock hole 509 through the transmission rod 901, the connecting rod 1 902, the intermediate connecting rod 903 and the connecting rod 2 904. At this time, under the action of the pressure plate 3, the transmission plate 4 is tightly pressed on the flywheel 5 to transmit the power generated by the engine a to the transmission plate 4, the transmission shaft c is connected to the transmission plate 4, and the other end of the transmission shaft c is connected to the gearbox f as a power input shaft. The two ends of the universal transmission device g are respectively connected to the gearbox f and the drive shaft h through universal joints, and the drive shaft h is connected to the differential i. The two half shafts j are respectively connected to the two sides of the differential i for connecting the drive wheels to drive and complete power transmission. Under the effect of the present invention, when the car starts and the speed of the flywheel 5 has not reached the specified speed, if the driver improperly operates and suddenly releases the clutch pedal, the transmission disc 4 will be stuck by the block 1001 located between the flywheel 5 and the transmission disc 4. When the speed of the flywheel 5 reaches the specified speed, the block 1001 will be unlocked and retracted into the flywheel 5. At this time, the transmission disc 4 contacts the flywheel 5 for transmission, which effectively avoids the flameout caused by improper operation of the driver when starting.

[0061] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A power transmission device, comprising a housing (1), a diaphragm spring (2), a pressure plate (3), and a crankshaft (6), characterized in that: The power transmission device (b) further comprises a transmission disc (4), a flywheel (5), a centrifugal drive assembly (8), a transmission assembly (9), an anti-stall assembly (10) and a friction assembly (11); the anti-stall assembly (10) is located on the flywheel (5); the diaphragm spring (2) presses the transmission disc (4) onto the flywheel (5) via a pressure plate (3); the housing (1) presses the diaphragm spring (2) onto the pressure plate (3); a pressure plate (e) is connected to the middle of the diaphragm spring (2); a pressure block (d) is connected to the pressure plate (e); when the clutch is pressed, the pressure block (d) presses the diaphragm spring (2) via the pressure plate (e) to release the pressure. The pressure of the disk (3) on the transmission disk (4) causes the transmission disk (4) to separate from the flywheel (5). At this time, the flameout prevention component (10) is locked between the transmission disk (4) and the flywheel (5). One end of the crankshaft (6) is connected to the flywheel (5). The centrifugal drive component (8) is arranged on the crankshaft (6). The flywheel (5) is provided with a friction component (11) that cooperates with the transmission disk (4) and gives it a rotation tendency. After the crankshaft (6) increases to a specified speed, the centrifugal drive component (8) releases the lock of the flameout prevention component (10) through the transmission component (9) to retract it into the flywheel (5), thereby causing the transmission disk (4) to contact with the flywheel (5) for transmission.

2. The power transmission device according to claim 1, characterized in that: The transmission disc (4) comprises, from the inside to the outside, a transmission disc body (401), a friction plate (402) and a contact plate (403), wherein the friction plate (402) is made of a high-friction material, and the surface of the contact plate (403) on the side close to the flywheel (5) is made of a smooth material.

3. The power transmission device according to claim 2, characterized in that: The flameout prevention assembly (10) comprises a block (1001), a return spring (1002), a slider (1003), a movable locking block (1004), a latch (1005) and a positioning pin (1006); the surface of the block (1001) is made of a smooth material; the slider (1003) is fixed to the lower side of the block (1001); the return spring (1002) is connected to the block (1001); the block (1001) and the movable locking block (1004) are fixedly connected to each other. The positioning pin (1006) is slidably connected to the movable locking block (1004) and cannot be separated from the movable locking block (1004). The latch pin (1005) is fixedly connected to the positioning pin (1006). The flywheel (5) comprises a flywheel body (501), a friction disc (502), a flywheel outer ring (503), a mounting groove 1 (504), a mounting groove 2 (505), a slide groove 1 (507), a fixed locking block (508) and a lock hole (509). The flywheel body (501) and The crankshaft (6) is fixed, the friction disc (502) is arranged on the outer ring of the flywheel body (501), the surface of the friction disc (502) is made of high friction material, the flywheel outer ring (503) is arranged on the periphery of the friction disc (502), the flywheel outer ring (503) is provided with a mounting groove (504) penetrating from front to back, the fixed locking block (508) is fixed in the mounting groove (504), the locking hole (509) is arranged on the fixed locking block (508), and the movable locking block (1004) can be engaged with the fixed locking block (508). The locking block (508) is fixed by the cooperation of the latch (1005) and the lock hole (509); the second installation groove (505) is opened on one side of the first installation groove (504); the first slide groove (507) is opened on the lower side of the first installation groove (504); the stopper (1001) is slidably connected in the second installation groove (505) by the cooperation of the slider (1003) and the first slide groove (507); and the end of the return spring (1002) away from the stopper (1001) is connected to the second installation groove (505).

4. A power transmission device according to claim 3, characterized in that: The side of the stopper (1001) that contacts the contact piece (403) is in the shape of an arc-shaped structure having the same radius as that of the contact piece (403).

5. A power transmission device according to claim 4, characterized in that: The fixed locking block (508) comprises an upper and lower part, wherein the upper part is arranged along the radial direction of the flywheel (5), and the lower part is arranged at an incline and has an obtuse angle with the upper part.

6. A power transmission device according to claim 5, characterized in that: The friction assembly (11) comprises an active friction block (1101), a second return spring (1102) and a second slide groove (1103); the second slide groove (1103) is arranged on the stop block (1001); the active friction block (1101) is slidably connected to the stop block (1001) along the second slide groove (1103); a third installation groove (506) is arranged on the lower side of the first installation groove (504); two ends of the second return spring (1102) are respectively connected to the active friction block (1101) and the third installation groove (506); and the surface of the active friction block (1101) is made of high friction material.

7. A power transmission device according to claim 6, characterized in that: The transmission assembly (9) comprises a transmission rod (901), a connecting rod 1 (902), an intermediate connecting rod (903), a connecting rod 2 (904) and a hinged fixing block (905); the transmission rod (901) is fixed to the centrifugal block (802); the other end of the transmission rod (901) is hinged to the intermediate connecting rod (903) through the connecting rod 1 (902); the hinged fixing block (905) is fixed to the crankshaft (6); the intermediate connecting rod (903) is hinged to the hinged fixing block (905); the two ends of the connecting rod 2 (904) are respectively connected to the intermediate connecting rod (903) and the latch (1005); the two ends of the intermediate connecting rod (903) are at an angle of 120 degrees and one end connected to the connecting rod 2 (904) is higher than the other end in the vertical direction.

8. A power transmission device according to claim 7, characterized in that: The hinged fixing block (905) is located at a point where the transmission rod (901), the first connecting rod (902), the intermediate connecting rod (903) and the second connecting rod (904) are divided into three equal parts in the axial direction of the crankshaft (6) and close to the flywheel (5).

9. A power transmission device according to claim 8, characterized in that: The centrifugal drive assembly (8) comprises a centrifugal spring (801) and a centrifugal mass (802), the two ends of the centrifugal spring (801) being fixedly connected to the crankshaft (6) and the centrifugal mass (802) respectively, the crankshaft (6) being fixedly connected to a slide rail (7), the slide rail (7) being in a U-shape and opening toward the flywheel (5), and the centrifugal mass (802) being slidably connected in the slide rail (7).

10. A powertrain, characterized in that: It comprises a power transmission device (b) as described in any one of claims 1 to 9, and comprises an engine (a), a transmission shaft (c), a pressure block (d), a pressure plate (e), a gearbox (f), a universal joint (g), a drive shaft (h), a differential (i) and a half shaft (j), wherein the power transmission device (b) is connected to the engine (a) through a crankshaft (6) and transmits the power output thereof, the centrifugal block (802) on the crankshaft (6) is arranged at a diagonal position with respect to a plurality of driven members on the crankshaft (6) inside the engine (a), the transmission shaft (c) is connected to a transmission disc (4), and the other end of the transmission shaft (c) is connected to the gearbox (f) as a power input shaft, the two ends of the universal joint (g) are respectively connected to the gearbox (f) and the drive shaft (h), the drive shaft (h) is connected to the differential (i), and the two half shafts (j) are respectively connected to the two sides of the differential (i) for connecting the drive wheels.

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