A multi-spring automatic clutch

Abstract

This utility model relates to motorcycle transmission systems, specifically to a multi-spring automatic clutch. Unlike the traditional gearbox with a sling and a dial mechanism, this technical solution employs a multi-spring, multi-clutch plate structure. The multiple springs control the clutch plate assembly to adjust the engagement degree according to the belt speed. Similarly, by adjusting the spring stiffness, the engine speed required for clutch plate engagement can be adjusted, enabling regulation of motorcycle performance, including low-speed and high-speed starts. Furthermore, the multi-clutch plate design significantly increases the friction area compared to the sling end, thereby improving transmission efficiency, reducing energy loss and fuel consumption. It also solves the overheating problem of traditional dial mechanisms, increasing clutch lifespan and reducing user maintenance costs.

Description

Technical Field

[0001] This utility model relates to motorcycle transmission systems, specifically to a multi-spring automatic clutch. Background Technology

[0002] The motorcycle clutch is a key component of the motorcycle's transmission system. Its main function is to control the transmission of engine power to the gearbox, achieving smooth engagement and disengagement of power. With the continuous development of motorcycle technology, the structural design of the clutch is constantly being improved to meet higher requirements for transmission efficiency and service life.

[0003] Currently, the most common motorcycle clutches on the market are mainly divided into two types: wet multi-plate clutches and continuously variable transmission (CVT) clutches. Wet multi-plate clutches typically consist of a center sleeve, clutch plates, steel plates, springs, and a pressure plate. This structure provides good transmission performance, but during long-term use, friction between the clutch plates and steel plates leads to wear, affecting the clutch's lifespan. To address this issue, CN207161562U discloses a new type of motorcycle clutch with rectangular teeth and oil passages on its center sleeve, which can better lubricate the contact surfaces of the clutch plates and steel plates, reducing wear.

[0004] In terms of clutch pressure control, traditional motorcycle clutches mostly use coil springs to provide pressure. CN110375006A proposes a motorcycle clutch and actuator with disc springs. By replacing the traditional coil springs with disc springs, the problem of small deformation energy per unit volume and short life of coil springs is solved. At the same time, the required separation force of the clutch is reduced, and the shift shock of the transmission is reduced.

[0005] CN202728509U discloses a simplified design for a continuously variable transmission (CVT) clutch in motorcycles, including a drive pulley, a drive belt, and a driven pulley. It uses a more flexible drive belt instead of friction centrifugal shoes as the transmission engagement element, resulting in a smoother and gentler engagement process. This design reduces frictional transmission losses, increases the engine's effective output power, and improves the motorcycle's acceleration and climbing ability.

[0006] Regarding clutch lubrication, CN202349013U proposes a motorcycle clutch with an oil storage through hole on the side wall of the pressure plate, which allows the engine oil to quickly enter between the clutch plate and the steel plate, providing sufficient lubrication, preventing abnormal noise during start-up, and achieving smooth start-up.

[0007] Recently, CN222046448U disclosed a motorcycle clutch center sleeve, including an inner plate assembly, a clutch disc assembly (13), a driven plate assembly, a pressure plate assembly, and an elastic pressing assembly, and a sliding clutch assembly is provided between the pressure plate assembly and the driven plate assembly, which effectively reduces the manufacturing difficulty of the sliding clutch assembly and facilitates subsequent inspection and maintenance.

[0008] However, existing motorcycle clutch technology still has some problems. First, traditional continuously variable transmission (CVT) actuators rely on friction transmission between the sprocket and the piston. Due to the small contact area between the sprocket and the piston, energy loss is relatively high, resulting in relatively low transmission efficiency and high fuel consumption. Second, during long-term friction transmission, the contact parts are prone to wear, easily leading to overheating of the contact surfaces. Frequent wear necessitates periodic replacement of these parts, reducing system reliability and increasing maintenance costs for users. Furthermore, the existing clutch spring structure design is simplistic, making it difficult to simultaneously meet the pressure requirements under different operating conditions, thus affecting the clutch's performance under various conditions.

[0009] Therefore, there is an urgent need for a motorcycle clutch structure that can improve transmission efficiency, reduce component wear, and extend service life in order to solve the problems existing in the current technology. Utility Model Content

[0010] In order to solve the problems of low transmission efficiency and easy wear of components in existing continuously variable transmission (CVT) actuators, and to achieve the technical effects of improving transmission efficiency, extending service life and adjustable performance, this utility model provides a multi-spring automatic clutch.

[0011] The technical solution adopted by this utility model to solve its technical problem is: to provide a multi-spring automatic clutch, characterized in that it includes:

[0012] An opening and closing disc connected to an engine belt, the opening and closing disc including a fixed disc and a movable disc, the fixed disc and the movable disc being slidably fitted together, a spindle being provided in the middle of the fixed disc, a central hole and a bushing being provided in the middle of the movable disc, the spindle passing through the central hole and being connected to the bushing, the movable disc being able to rotate relative to each other around an axis and move relative to each other in the axial direction;

[0013] The end of the mandrel extends a certain distance beyond the bushing;

[0014] The mandrel passes through the center of the fixed plate and the movable plate in sequence. The inside of the mandrel is hollow along the axis. The end of the mandrel near the movable plate has a special-shaped interface protruding outward. The circumference of the special-shaped interface is provided with external threads.

[0015] The top of the mandrel is also provided with a pressure cap, and the middle of the pressure cap is provided with a special-shaped hole that matches the shape of the special-shaped interface. After the special-shaped interface passes through the special-shaped hole, a nut is installed at the end of the special-shaped interface.

[0016] A first spring is fitted on the outer side of the bushing, with its bottom abutting against the surface of the movable disc and its top abutting against the pressure cap;

[0017] The end face of the cap is provided with an annular boss. The annular boss has several positioning vertical grooves arranged in an annular array on its circumference. The positioning vertical grooves are coaxial with the annular boss. A clutch plate group is sleeved on the outside of the annular boss. The clutch plate group and the positioning vertical grooves are interlocked.

[0018] Preferably, the opening and closing disc includes a fixed disc and a movable disc, which are slidably fitted together to realize relative rotation around the axis and relative movement in the axial direction; a mandrel is provided in the middle of the fixed disc, and a central hole and a bushing are provided in the middle of the movable disc. The mandrel passes through the central hole and is connected to the bushing. A spiral groove is provided on the mandrel, and a spiral guide line that cooperates with the spiral groove is provided inside the corresponding bushing to realize relative rotation of the movable disc around the axis and relative movement in the axial direction.

[0019] Preferably, both the fixed disc and the movable disc are cap-shaped, and the connection point is a V-shaped angle. The belt is connected in the V-shaped angle. As the belt speed increases, the movable disc performs a combined motion of rotating clockwise and moving away from the axis of the fixed disc.

[0020] Preferably, the clutch plate assembly is composed of several stacked annular steel plates, including a first steel plate and a second steel plate that are sequentially adjacent to each other. The first steel plate is a first toothed disc structure with several protrusions arranged outward in an annular pattern around its circumference, and the second steel plate is a second toothed disc structure with several protrusions arranged in an annular pattern inward. The inward protrusions on the second steel plate cooperate with the positioning vertical groove, and a claw plate is provided above the pressure cover.

[0021] Preferably, a second spring is provided between the clutch plate assembly and the movable disc. The second spring is sleeved outside the first spring, with the top of the second spring abutting against the bottom of the clutch plate assembly and the bottom of the second spring abutting against the end face of the movable disc. The second spring has a structure that is larger at the top and smaller at the bottom, with the top diameter being the same as the inner diameter of the clutch plate and the bottom diameter being the same as the outer diameter of the bushing.

[0022] Preferably, the annular boss has an oblique through groove on its side wall, and a pressure plate is provided on the bottom steel plate of the clutch plate assembly. The pressure plate is sleeved on the annular boss and can rotate freely on the annular boss. A connecting seat is provided on the pressure plate, and a positioning bolt is screwed into the connecting seat. The end of the positioning bolt passes through the oblique through groove and extends into the inside of the annular boss. A third spring is also provided between the end of the positioning bolt and the pressure cover. The bottom end of the third spring abuts against the positioning bolt, and the top end abuts against the pressure cover. The function of the third spring is the same as that of the first spring, which is to reset the movable plate.

[0023] Preferably, a claw plate is provided above the pressure cap. The claw plate includes a cross on the top. The top of the cross is pressed and fixed to the pressure cap by a gasket. The end of the cross extends downward to match the gap between the protrusions on the outer circumference of the first steel sheet.

[0024] Preferably, a partition is also provided between the claw plate and the pressure cap. The partition is also cross-shaped and has a U-shaped edging that matches the cross of the claw plate. A buffer block is filled in the gap between the cross and the U-shaped edging.

[0025] The beneficial effects of this utility model are as follows:

[0026] 1. Improved Transmission Efficiency: This utility model adopts a multi-spring, multi-clutch plate structure. Compared with the traditional friction transmission between the end of the swivel block and the cup, the multi-clutch plate structure greatly increases the friction area, improves transmission efficiency, reduces energy loss, and thus effectively reduces fuel consumption. The multi-plate stacking design of the clutch plate assembly makes the friction force distribution more uniform and the transmission more stable and reliable.

[0027] 2. Extended Service Life: This invention effectively disperses frictional heat by increasing the friction area, solving the overheating problem of traditional clutch cups, reducing wear per unit area, and increasing the service life of the clutch, thereby reducing user maintenance costs and replacement frequency. Simultaneously, the multi-clutch plate design ensures that even if some clutch plates wear, overall performance remains at a high level.

[0028] 3. Adjustable performance: This utility model uses a multi-spring structure to control the clutch plate assembly to adjust the engagement degree as the belt speed changes. By adjusting the rigidity of the first and second springs, the engine speed required for the clutch plate assembly to engage can be adjusted, thereby achieving adjustment of motorcycle performance to meet different needs for low-speed and high-speed starts and adapt to different driving habits and road conditions. Attached Figure Description

[0029] This utility model will be described by way of example and with reference to the accompanying drawings, wherein:

[0030] Figure 1 This is a perspective view of the multi-spring automatic clutch in this utility model;

[0031] Figure 2 for Figure 1 Exploded view of the shaft of a multi-spring automatic clutch;

[0032] Figure 3 This is a schematic diagram of the annular boss 11 in this utility model;

[0033] Figure 4 This is a schematic diagram of the claw disc part in this utility model;

[0034] Figure 5 A schematic diagram of the structure of the clutch plate assembly (13) in this utility model;

[0035] Figure 6 A schematic diagram of the structure of the first steel sheet in this utility model;

[0036] Figure 7 A schematic diagram of the structure of the second steel sheet in this utility model. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0038] Example 1

[0039] A multi-spring automatic clutch, see Figure 1 , 2 This includes the clutch opening and closing disc 1, which is connected to the engine belt. The opening and closing disc 1 is a key component in the entire clutch structure directly related to the engine's power output, and its design directly affects the clutch's performance. The opening and closing disc 1 consists of a fixed disc 2 and a movable disc 3, which are slidably engaged. This engagement allows for relative rotation around an axis and relative movement along the axis. This relative movement design is to accommodate the clutch's needs under different operating conditions. For example, during clutch engagement and disengagement, the opening and closing disc 1 needs to adjust the positional relationship between the components through this relative movement to achieve power transmission and disconnection.

[0040] In an optional embodiment, both the fixed disc 2 and the movable disc 3 are cap-shaped, with a V-shaped angle formed at their connection, and the belt is connected within this V-shaped angle. This V-shaped angle design has several advantages. On the one hand, it increases the contact area between the belt and the opening / closing disc 1, improving the efficiency of power transmission; on the other hand, the V-shaped structure can, to a certain extent, limit the position of the belt, preventing it from shifting during operation and ensuring the reliability of the clutch operation. When the engine is running, the belt drives the opening / closing disc 1 to rotate. As the belt speed increases, the movable disc 3 performs a combined motion of clockwise rotation and movement away from the axis of the fixed disc 2.

[0041] In an optional embodiment, a spindle 4 is disposed in the center of the fixed disc 2. The spindle 4 serves as the core support component of the entire clutch, requiring high strength and precision. The movable disc 3 has a central hole and a bushing 5 in its center. The spindle 4 passes through the central hole and connects to the bushing 5. The spindle 4 is designed with helical grooves (not shown), and the corresponding bushing 5 has helical guide lines (not shown) that mate with the helical grooves. This design of the helical grooves and helical guide lines is an ingenious mechanical structure that allows the movable disc 3 to rotate relative to its axis and move relative to its axis along the axis. When the engine is running, the belt drives the opening and closing disc 1 to rotate. As the belt speed increases, the movable disc 3 performs a combined motion of clockwise rotation and movement away from the axis of the fixed disc 2. This combined motion is achieved through the interaction of the helical grooves on the spindle 4 and the helical guide lines inside the bushing 5. This motion method can precisely control the position and movement state of the movable disc 3, thereby ensuring the working stability of the clutch.

[0042] In an optional embodiment, the end of the spindle 4 extends a certain distance beyond the bushing 5. The top of the bushing 5 is provided with an end sleeve, which is cylindrical with a diameter larger than the bushing 5. A first spring 9 is disposed between the end sleeve and the movable disc 3. The first spring 9 is sleeved on the outside of the bushing 5, with its bottom abutting against the surface of the movable disc 3 and its top abutting against the pressure cap 10. This structural design plays an important role. When the movable disc 3 moves away from the fixed disc 2, the first spring 9 is compressed, storing energy. During this process, the elastic force of the first spring 9 gradually increases with the movement of the movable disc 3, thereby generating a reverse resistance on the movable disc 3 and limiting its excessive movement. When the engine speed decreases, the first spring 9 releases energy, pushing the movable disc 3 to reset. This reset function allows the clutch to quickly return to its initial state, preparing for the next power transmission. Simultaneously, the presence of the first spring 9 also serves as a buffer and shock absorber, reducing vibration and impact generated by the clutch during operation and improving the clutch's service life.

[0043] In an optional embodiment, the spindle 4 passes sequentially through the center of the fixed plate 2 and the movable plate 3, and the interior of the spindle 4 is hollow along its axis. This hollow design not only reduces the weight of the spindle 4 and the overall mass of the clutch, but also provides space for the installation and wiring of other components. A shaped interface 6 protrudes outward from the end face of the spindle 4 near the movable plate 3, and the circumference of the shaped interface 6 is provided with external threads. The shaped interface 6 is designed to achieve a fixed connection between the spindle 4 and the pressure cap 10, and to prevent the pressure cap 10 from rotating relative to the spindle 4. Through the cooperation of the shaped interface 6 and the shaped hole, the connection between the pressure cap 10 and the spindle 4 can be ensured to be firm and reliable, and there will be no loosening or relative rotation during clutch operation. A pressure cap 10 is also provided at the top of the spindle 4, and a shaped hole matching the shape of the shaped interface 6 is provided in the middle of the pressure cap 10. After the shaped interface 6 passes through the shaped opening 7, a nut 8 is installed at the end of the shaped interface 6. This connection method ensures a fixed connection between the gland 10 and the spindle 4, while the fit between the irregular interface 6 and the irregular hole prevents the gland 10 from rotating relative to the spindle 4. During installation, the nut 8 must be tightened strictly according to the specified torque to ensure the strength and reliability of the connection.

[0044] In an optional embodiment, the end face of the pressure cap 10 is provided with an annular boss 11, and the annular boss 11 has a plurality of positioning vertical grooves 12 arranged in a circular array on its circumferential surface. The positioning vertical grooves 12 are coaxial with the annular boss 11. A clutch plate assembly 13 is sleeved on the outer side of the annular boss 11, and the clutch plate assembly 13 is engaged with the positioning vertical grooves 12. This engagement method can ensure that the relative position between the clutch plate assembly 13 and the pressure cap 10 is fixed, preventing the clutch plate assembly 13 from shifting or rotating during operation. See reference. Figure 5-7 The clutch plate assembly 13 is composed of several stacked annular steel plates, including a first steel plate 14 and a second steel plate 15 arranged sequentially. The first steel plate 14 is a first gear disc structure 16 with several protrusions arranged outwards in an annular pattern around its circumference, and the second steel plate 15 is a second gear disc structure 28 with several protrusions arranged in an inwards annular pattern. The inward protrusions on the second steel plate 15 cooperate with the positioning vertical groove 12. This design of the clutch plate assembly 13 increases the friction area and improves the transmission efficiency of the clutch. At the same time, the stacking and combination of multiple steel plates can also disperse frictional heat, reduce the wear per unit area, and extend the service life of the clutch.

[0045] In an optional embodiment, a second spring 23 is further provided between the clutch plate assembly 13 and the movable disc 3. The second spring 23 is sleeved outside the first spring 9, with its top abutting against the bottom of the clutch plate assembly 13 and its bottom abutting against the end face of the movable disc 3. The second spring 23 has a structure that is larger at the top and smaller at the bottom; the top diameter is the same as the inner diameter of the clutch plate, and the bottom diameter is the same as the outer diameter of the bushing 5. This design allows the second spring 23 to apply pressure to the clutch plate assembly 13 when the movable disc 3 moves, enhancing the friction effect of the clutch plate assembly 13. When the movable disc 3 moves away from the fixed disc 2, the second spring 23 is compressed, increasing the pressure applied by its top to the clutch plate assembly 13, causing the gap between the first steel plate 14 and the second steel plate 15 to decrease until they engage. This engagement state allows the clutch to transmit power, realizing the power connection between the engine and the transmission. As the movable disc 3 moves toward the fixed disc 2, the second spring 23 gradually returns to its original state, reducing the pressure on the clutch plate assembly 13. The first steel plate 14 and the second steel plate 15 separate from each other, gradually cutting off the engine's power output.

[0046] See Figure 3The annular boss 11 has an oblique through groove 24 on its side wall. The bottom steel plate of the clutch plate assembly 13 is equipped with a pressure plate 29. The pressure plate 29 may also be equipped with a counterweight (not shown). The pressure plate 29 is fitted onto the annular boss 11 and can rotate freely on the annular boss 11. A connecting seat 25 is provided on the pressure plate 29. A positioning bolt 26 is screwed into the connecting seat 25. The end of the positioning bolt 26 passes through the oblique through groove 24 and extends into the inside of the annular boss 11. A third spring 27 is also provided between the bolt end and the pressure cover 10. The function of the third spring 27 is the same as that of the first spring 9, which is to reset the movable disc 3 and control the pressing speed when the clutch plates are engaged. In actual operation, when the movable disc 3 moves away from the fixed disc 2, the annular boss 11 rotates clockwise. The pressure plate, along with the counterweight, moves backward in the inclined slot 24. When the pressure plate retracts and contacts the clutch plate assembly 13, the retraction resistance gradually increases, generating another downward biting force. This causes the first steel plate 14 and the second steel plate 15 to gradually contact each other. The power transmission output from the inner drum is gradually transmitted to the central shaft via the clutch plates, completing the power transmission. The magnitude of the biting downward force can be controlled by the angle of inclination of the inclined slot and the strength of the internal positioning spring, allowing for the transmission of power to the central shaft within a specific speed range. The outer spring assists in stabilizing the power output and maintaining the balance between the clutch plates and the pressure plate. Even if the pressure plate malfunctions due to an unknown problem, the outer spring can still assist in engagement, continuing to transmit power to the central shaft. In the clutch disengaged state, the presence of the third spring 27 can share some of the moving force of the movable disc 3, accelerating the disengagement of the clutch plate assembly and reducing the burden on the first spring 9 and the second spring 23, thereby extending their service life. Meanwhile, the synergistic effect of multiple springs allows the movable disc 3 to reset more smoothly and quickly, reducing vibration and impact during the reset process and improving the working stability of the clutch. For example, when a motorcycle suddenly decelerates at high speed, the movable disc 3 needs to reset quickly to cut off power transmission. In this case, the multi-spring reset design ensures that the movable disc 3 returns to its initial position quickly and accurately, guaranteeing the normal operation of the clutch.

[0047] Working principle:

[0048] Clutch engagement state: The belt drives the opening and closing disc 1 to rotate. As the rotational speed of the opening and closing disc 1 increases, the movable disc 3 moves away from the fixed disc 2. During this process, the second spring 23 is compressed, and the top of the second spring 23 applies pressure to the clutch plate assembly 13, causing the gap between the first steel plate 14 and the second steel plate 15 to decrease until they engage. The fixed disc 2 rotates, and the spindle 4 at its center rotates accordingly. The end of the spindle 4 is connected to a pressure cap 10 through a special-shaped interface 6, and the pressure cap 10 rotates accordingly. An annular boss 11 is provided on the end face of the pressure cap 10. The annular boss 11 has several positioning vertical grooves 12 arranged in a ring on its circumference, which engage with the second steel plate 15 in the clutch plate assembly 13, thereby driving the second steel plate 15 to rotate. Under the action of the second spring 23, the second steel plate 15 and the first steel plate 14 engage with each other, and under the action of friction, the first steel plate 14 rotates. The first steel plate 14 engages with the claw disc 17, thereby driving the claw disc 17 to rotate. A through hole with internal splines is provided in the center of the turntable. A drive shaft is connected to the inside of the through hole via the internal splines. When the pawl 17 rotates, it drives the drive shaft to rotate. The other end of the drive shaft is connected to the tail gear assembly. When the pawl 17 rotates, it drives the rear wheel to rotate through the tail gear assembly, thereby enabling the motorcycle to move.

[0049] Clutch disengaged state: As the belt speed decreases, the movable disc 3 moves towards the fixed disc 2 under the reaction force of the first spring 9 and the third spring 27. During this process, the first steel plate 14 and the second steel plate 15 separate from each other, and the gap gradually increases, gradually cutting off the engine's power output. When the movable disc 3 moves to a certain position, the first steel plate 14 and the second steel plate 15 are completely separated, and the clutch is in a fully disengaged state. At this time, the engine's power cannot be transmitted to the gearbox, and the motorcycle can coast or stop freely.

[0050] Technical effects:

[0051] This multi-spring design improves the clutch's sensitivity and reliability, enabling smooth motorcycle operation at various speeds. This design allows the clutch to maintain stable power transmission at high speeds and respond quickly at low speeds, ensuring smooth starting and stopping. For example, when starting the motorcycle, the engine speed is low, and the clutch can quickly engage, smoothly transmitting power to the rear wheel and preventing start-up jerking or stalling. During high-speed riding, when shifting gears or decelerating, the clutch can quickly disengage, cutting off power transmission, reducing shift shock, and improving riding comfort and safety. Furthermore, the multi-spring structure can be adjusted according to different riding habits and road conditions to meet diverse user needs.

[0052] Example 2

[0053] This embodiment provides a further preferred technical solution based on the above embodiments. (See attached document for details.) Figure 4 The claw disc 17 specifically includes a cross 18 at the top, with the top of the cross 18 pressed and fixed to the pressure cover 10 by a gasket 19. The function of the gasket 19 is to increase the contact area between the cross 18 and the pressure cover 10, disperse pressure, and prevent damage to the cross 18 during the pressing process. At the same time, the gasket 19 also plays a certain role in cushioning, reducing vibration and noise. The end of the cross 18 extends downward into a rectangular plate, and the arc-shaped plate matches the gap between the protrusions on the outer circumference of the first steel plate 14. This design allows the protrusions on the first steel plate 14 to smoothly contact the arc-shaped plate on the claw disc 17 when the clutch plate assembly 13 rotates, realizing power transmission. The arc-shaped plate design also reduces stress concentration and improves the strength and durability of the claw disc 17.

[0054] In an optional embodiment, a partition 20 is further provided between the claw disc 17 and the pressure cap 10. The partition 20 is also cross-shaped, and a U-shaped edging 21 is provided on the partition 20 to mate with the cross 18 of the claw disc 17. The design of the U-shaped edging 21 can increase the connection area between the partition 20 and the claw disc 17, improving the stability of the connection. A buffer block 22 is filled in the gap between the cross 18 and the U-shaped edging 21. The buffer block 22 is usually made of a material with good elasticity and wear resistance, such as rubber or polyurethane. This structural design enhances the connection stability between the claw disc 17 and the pressure cap 10, while the buffer block 22 can absorb the vibration generated during operation, reduce noise, and improve the smoothness of the clutch. During motorcycle operation, the clutch is subjected to various vibrations and impacts. The buffer block 22 can effectively absorb these energies, reduce the impact of vibration on other clutch components, and extend the service life of the clutch. For example, when passing through bumpy roads, the buffer block 22 can play an important role in ensuring the normal operation of the clutch.

[0055] Example 3

[0056] Based on embodiments one and two, this embodiment provides another preferred structure for the claw disc 17 (not shown in the figure). The claw disc 17 is positioned above the pressure cover 10. The claw disc 17 includes an end face and sidewalls. The sidewalls have a circular array of slots, the number and position of which match the protrusions on the first steel plate 14. This design allows the protrusions on the first steel plate 14 to engage with the slots on the claw disc 17 when the clutch plate assembly 13 rotates, thus achieving power transmission. The matching precision of the slots and protrusions is high, and dimensional tolerances must be strictly controlled during manufacturing to ensure tight and reliable meshing. If there are gaps or poor matching between the slots and protrusions, it will lead to unstable power transmission, vibration and noise, and may even affect the service life of the clutch.

[0057] The above-described embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model. For example, in practical applications, parameters such as the size of the clutch, the stiffness of the spring, and the number of clutch plates (13) can be adjusted and optimized according to different motorcycle models and usage requirements to achieve the best performance. At the same time, with the continuous development of materials science and manufacturing technology, new materials and manufacturing processes can be used to improve the performance and quality of the clutch, further expanding the application scope of this utility model.

Claims

1. A multi-spring type automatic clutch characterized by comprising: include: The opening and closing disc (1) is connected to the engine belt. The opening and closing disc (1) includes a fixed disc (2) and a movable disc (3). The fixed disc (2) and the movable disc (3) are slidably fitted together. A spindle (4) is provided in the middle of the fixed disc (2). A central hole and a bushing (5) are provided in the middle of the movable disc (3). The spindle (4) passes through the central hole and is connected to the bushing (5). The movable disc (3) rotates relative to the axis and moves relative to the axis. The end of the mandrel (4) extends a distance beyond the bushing (5); The mandrel (4) passes through the center of the fixed disk (2) and the movable disk (3) in sequence. The inside of the mandrel (4) is hollow along the axis. The end face of the mandrel (4) near the movable disk (3) has a special-shaped interface (6) protruding outward. The special-shaped interface (6) has an external thread on its circumference. The top of the mandrel (4) is also provided with a pressure cap (10). The middle of the pressure cap (10) is provided with a shaped hole that matches the shape of the shaped interface (6). After the shaped interface (6) passes through the shaped opening (7), a nut (8) is installed at the end of the shaped interface (6). A first spring (9) is fitted on the outside of the bushing (5), with its bottom abutting against the surface of the movable disc (3) and its top abutting against the cover (10); The end face of the pressure cap (10) is provided with an annular boss (11). The annular boss (11) has a number of positioning vertical grooves (12) arranged in annular array on its circumference. The positioning vertical grooves (12) are coaxial with the annular boss (11). A clutch plate group (13) is sleeved on the outside of the annular boss (11). The clutch plate group (13) and the positioning vertical groove (12) are interlocked.

2. The multi-spring automatic clutch according to claim 1, characterized in that, The opening and closing disk (1) includes a fixed disk (2) and a movable disk (3). The fixed disk (2) and the movable disk (3) are slidably fitted together, which can realize relative rotation around the axis and relative movement in the axial direction. A spindle (4) is provided in the middle of the fixed disk (2), and a central hole and a bushing (5) are provided in the middle of the movable disk (3). The spindle (4) passes through the central hole and is connected to the bushing (5). A spiral groove is provided on the spindle (4), and a spiral guide line that cooperates with the spiral groove is provided inside the corresponding bushing (5) to realize relative rotation around the axis and relative movement in the axial direction of the movable disk (3).

3. A multi-spring automatic clutch according to claim 2, characterized in that, Both the fixed disc (2) and the movable disc (3) are cap-shaped, and the connection point is a V-shaped angle. The belt is connected in the V-shaped angle. As the belt speed increases, the movable disc (3) performs a combined motion of rotating clockwise and moving away from the axis of the fixed disc (2).

4. A multi-spring automatic clutch according to claim 3, characterized in that, The clutch plate assembly (13) is composed of several annular steel plates stacked together, including a first steel plate (14) and a second steel plate (15) that are adjacent to each other in sequence. The first steel plate (14) is a first toothed disc structure (16) with several protrusions arranged outward in an annular pattern at the circumference. The second steel plate (15) is a second toothed disc structure (28) with several protrusions arranged in an annular pattern inward. The inward protrusions on the second steel plate (15) cooperate with the positioning vertical groove (12). A claw plate (17) is provided above the pressure cap (10).

5. A multi-spring automatic clutch according to claim 4, characterized in that, A second spring (23) is also provided between the clutch plate assembly (13) and the movable disc (3). The second spring (23) is sleeved on the outside of the first spring (9). The top of the second spring (23) abuts against the bottom of the clutch plate assembly (13), and the bottom of the second spring (23) abuts against the end face of the movable disc (3). The second spring (23) has a structure that is larger at the top and smaller at the bottom. The top diameter is the same as the inner diameter of the clutch plate, and the bottom diameter is the same as the outer diameter of the bushing (5).

6. A multi-spring automatic clutch according to claim 5, characterized in that, An oblique through groove (24) is provided on the side wall of the annular boss (11). A pressure plate (29) is provided on the bottom steel plate of the clutch plate group (13). The pressure plate (29) is sleeved on the annular boss (11) and can rotate freely on the annular boss (11). A connecting seat (25) is provided on the pressure plate (29). A positioning bolt (26) is screwed into the connecting seat (25). The end of the positioning bolt (26) passes through the oblique through groove (24) and extends into the inside of the annular boss (11). A third spring (27) is also provided between the end of the positioning bolt (26) and the pressure cover (10). The bottom end of the third spring (27) abuts against the positioning bolt (26) and the top end abuts against the pressure cover (10). The function of the third spring (27) is the same as that of the first spring (9), which is to reset the movable disc (3).

7. A multi-spring automatic clutch according to claim 6, wherein A claw plate (17) is provided above the pressure cap (10). The claw plate (17) includes a cross (18) at the top. The top of the cross (18) is pressed and fixed on the pressure cap (10) by a gasket (19). The end of the cross (18) extends downward and matches the gap between the protrusions on the outer circumference of the first steel plate (14).

8. A multi-spring automatic clutch according to claim 7, wherein A partition (20) is also provided between the claw plate (17) and the pressure plate (10). The partition (20) is also cross-shaped. A U-shaped edging (21) is provided on the partition (20) to cooperate with the cross (18) of the claw plate (17). A buffer block (22) is filled in the gap between the cross (18) and the U-shaped edging (21).

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