An integrated dual centrifugal clutch assembly and an automatic speed-changing hub using the same

Abstract

The present invention discloses an integrated dual centrifugal clutch assembly and an automatic speed-changing hub using the same, which relates to the field of speed-changing devices. The technical solution thereof includes a first clutch inner ring portion and a second clutch inner ring portion, wherein the first clutch inner ring portion and the second clutch inner ring portion are fixedly connected or integrally formed to form an integrated inner ring, and an integrally formed fixing plate is provided on the outer side wall of the integrated inner ring, and a first centrifugal throw block and a second centrifugal throw block are respectively provided on the fixing plate. The present invention can reduce the number of parts and assembly procedures, reduce production costs and testing costs, improve reliability and stability, and can also simplify the structure, optimize the size, and use the output speed to realize the automatic switching of three gears, thereby further improving the riding experience.

Description

Technical Field

[0001] The invention relates to the field of speed change devices, and more specifically, to an integrated dual centrifugal clutch component and an automatic speed change hub using the same. Background Art

[0002] The general internal speed change mechanism uses centrifugal force to achieve automatic speed change. When a certain pedaling speed is reached, the centrifugal weight is thrown away to achieve automatic upshifting. When the pedaling speed drops below the speed change point, the centrifugal weight will contract to achieve automatic downshifting, as shown in the Chinese patent with authorization announcement number CN208882034U.

[0003] However, for vehicles using the above-mentioned speed change mechanism, when the vehicle is traveling at a high speed (greater than the speed change point), if the rider does not want to pedal, or does not need to pedal when going downhill, the speed change mechanism will automatically downshift due to the rider's reduced pedaling speed; when the vehicle still maintains a high speed (greater than the speed change point) after sliding for a certain distance, the rider needs to pedal again to make the pedaling speed reach the speed change point in a short time to make the speed change mechanism automatically upshift. In this case, the automatic downshift of the speed change mechanism will affect the riding experience, and the increase in the frequency of gear shifting will easily lead to failure of the speed change mechanism, affecting its service life.

[0004] The existing Chinese patent with publication number CN113007295A discloses a speed change mechanism that realizes automatic gear shifting by using output speed. The speed change mechanism realizes automatic gear shifting by using output speed.

[0005] However, the transmission mechanism in the above patent has only two gears, and the riding experience after being installed on the vehicle needs to be improved. While increasing the gears of the transmission mechanism, it is also necessary to consider the problems of complex assembly, high cost and reliability caused by the large number of parts. Summary of the invention

[0006] In view of the shortcomings of the prior art, one of the objects of the present invention is to provide an integrated dual centrifugal clutch assembly, which can reduce the number of parts and assembly processes, reduce production costs and testing costs, improve reliability and stability, and at the same time simplify the structure and optimize the size.

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

[0008] An integrated dual centrifugal clutch assembly comprises a first clutch inner ring portion and a second clutch inner ring portion, wherein the first clutch inner ring portion and the second clutch inner ring portion are fixedly connected or integrally formed to form an integrated inner ring.

[0009] Furthermore, the outer side wall of the integrated inner ring is provided with an integrally formed fixing plate, and the fixing plate is provided with a first centrifugal throw block and a second centrifugal throw block respectively.

[0010] Furthermore, a notch is provided on the fixed plate, so that the fixed plate includes four fixed support plates; two opposite fixed support plates are respectively provided with the first centrifugal blocks, and the other two opposite fixed support plates are respectively provided with the second centrifugal blocks.

[0011] Furthermore, the outer wall of the first clutch inner ring portion is sleeved with a first drive plate that cooperates with the first centrifugal block; the outer wall of the first clutch inner ring portion is provided with a limiting step that cooperates with the first drive plate, and the outer wall of the first clutch inner ring portion is sleeved with a limiting retaining spring; the limiting retaining spring cooperates with the limiting step to achieve axial limitation of the first drive plate.

[0012] Furthermore, a first clutch driving member is embedded in the outer side wall of the first clutch inner ring portion, and a yielding protrusion cooperating with the first clutch driving member is provided on the limit clamp spring.

[0013] Furthermore, the integrated inner ring is integrally formed, and an outer side wall of the integrated inner ring is provided with a weight-reducing groove located between the first clutch inner ring portion and the second clutch inner ring portion.

[0014] Furthermore, the integrated dual centrifugal clutch assembly also includes a first clutch buffer frame, a first clutch outer ring, a second clutch driving member, a second driving plate, a second clutch buffer frame and a second clutch outer ring.

[0015] Another object of the present invention is to provide an automatic speed-changing hub, which utilizes the output speed to achieve automatic switching of three gears, thereby further improving the riding experience.

[0016] To achieve the above object, the present invention provides the following technical solutions:

[0017] An automatic transmission hub comprises a hub drum, wherein a first planetary gear assembly, a second planetary gear assembly and the above-mentioned integrated dual centrifugal clutch assembly are respectively arranged in the hub drum, and the integrated dual centrifugal clutch assembly is located between the first planetary gear assembly and the second planetary gear assembly;

[0018] The fixing plate is provided with a fastener connected to the inner end surface of the hub tube;

[0019] The first planetary gear assembly includes a first planet carrier, a clutch assembly is arranged between the first planet carrier and the hub drum, and a first planetary gear meshing with a first clutch outer ring is arranged on the first planet carrier;

[0020] The second planetary gear assembly includes a second planet carrier, a transmission sleeve is arranged between the second planet carrier and the first planet carrier, and the second planet carrier is provided with a second planetary gear meshing with a second clutch outer ring.

[0021] Furthermore, the fixing plate is located between the first clutch outer ring and the first centrifugal block.

[0022] Furthermore, the automatic speed-changing hub also includes a main shaft, on which a first sun gear meshing with the first planetary gear and a second sun gear meshing with the second planetary gear are respectively provided; a speed measuring component is provided between the second sun gear and the second planet carrier.

[0023] In summary, the present invention has the following beneficial effects:

[0024] 1. The integrated inner ring is molded in one piece, which can reduce the number of parts and assembly procedures, reduce production costs and testing costs, improve reliability and stability, and simplify the structure and optimize the size;

[0025] 2. The structure is compact and the layout is reasonable, which can effectively control the axial and radial dimensions of the automatic speed hub and reduce the volume;

[0026] 3. Using the output speed of the power output unit to control the centrifugal drive assembly can improve the riding experience, reduce the frequency of gear shifting, and extend the service life of the automatic transmission hub. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a cross-sectional view of an integrated dual centrifugal force assembly in Example 1;

[0028] Figure 2 A schematic diagram of the structure of an integrated dual centrifugal force assembly in Example 1 Figure 1 ;

[0029] Figure 3 A schematic diagram of the structure of an integrated dual centrifugal force assembly in Example 1 Figure 2 ;

[0030] Figure 4 This is a schematic diagram of the structure of the integrated inner ring in Example 1;

[0031] Figure 5 Schematic diagram of the structure of the automatic speed-changing hub in Example 2.

[0032] In the figure: 1. integrated inner ring; 11. first clutch inner ring; 12. second clutch inner ring; 13. fixed plate; 14. weight reduction groove; 21. first clutch driving member; 22. first buffer frame; 23. first clutch outer ring; 31. second clutch driving member; 32. second buffer frame; 33. second clutch outer ring; 41. first centrifugal block; 42. first drive plate; 51. second centrifugal block; 52. second drive plate; 6. limit retaining spring; 61. yielding protrusion; 7. main shaft; 81. first planetary carrier; 82. first planetary gear; 83. first sun gear; 84. first gear clutch assembly; 85. transmission shaft sleeve; 86. second planetary carrier; 87. second sun gear; 88. second planetary gear; 89. gear; 9. hub drum; 91. fixing bolt. DETAILED DESCRIPTION

[0033] The present invention is further described in detail below in conjunction with the accompanying drawings.

[0034] This specific embodiment is merely an explanation of the present invention and is not a limitation of the present invention. After reading this specification, those skilled in the art may make non-creative modifications to the present embodiment as needed. However, as long as they are within the scope of the claims of the present invention, they are protected by the patent law. Embodiment 1:

[0035] An integrated dual centrifugal clutch assembly, referring to Figures 1 to 4 , which includes a first clutch inner ring portion 11 and a second clutch inner ring portion 12, and the first clutch inner ring portion 11 and the second clutch inner ring portion 12 are fixedly connected or integrally formed to form an integrated inner ring 1; preferably, in this embodiment, the integrated inner ring 1 is integrally formed, so as to reduce the number of parts and assembly processes, and reduce production costs and testing costs, and can improve work reliability and stability, while also simplifying the structure and optimizing the size, such as reducing the axial size; of course, in other optional embodiments, the first clutch inner ring portion 11 and the second clutch inner ring portion 12 can also be fixedly connected as a whole by welding, bolting or clamping, etc., which is not limited here.

[0036] Reference Figures 1 to 4Specifically, in the present embodiment, the outer wall of the integrated inner ring 1 is provided with an integrally formed fixing plate 13, and the fixing plate 13 is respectively provided with a first centrifugal block 41 and a second centrifugal block 51; in the present embodiment, the integrated inner ring 1 is an integrally formed structure, so the first centrifugal block 41 and the second centrifugal block 51 can be both provided on the fixing plate 13, thereby simplifying the structure; specifically, in the present embodiment, four notches are provided on the fixing plate 13, so that the fixing plate 13 includes four fixed support plates; two of the opposite fixed support plates are respectively provided with the first centrifugal block 41, and the other two opposite fixed support plates are respectively provided with the second centrifugal block 51; providing notches on the fixing plate 13 can reduce the weight and processing cost of the integrated inner ring 1.

[0037] Reference Figures 1 to 4 Specifically, the outer wall of the first clutch inner ring portion 11 is sleeved with a first driving plate 42 that cooperates with the first centrifugal block 41; the outer wall of the first clutch inner ring portion 11 is provided with a limiting step that cooperates with the first driving plate 42, and the outer wall of the first clutch inner ring portion 11 is sleeved with a limiting retaining spring 6; the limiting retaining spring 6 cooperates with the limiting step to realize axial limitation of the first driving plate 42; specifically, the outer wall of the first clutch inner ring portion 11 is embedded with a first clutch driving member 21, and the limiting retaining spring 6 is provided with a giving way protrusion 61 that cooperates with the first clutch driving member 21. The setting of the giving way protrusion 61 enables the first clutch driving member 21 to bounce up smoothly; in this embodiment, the connection structure between the first centrifugal block 41 and the fixed plate 13, the connection structure between the first centrifugal block 41 and the first driving plate 42, and the connection structure between the first driving plate 42 and the first clutch driving member 21 all belong to the prior art and are not repeated here.

[0038] Reference Figures 1 to 4 In this embodiment, the outer wall of the integrated inner ring 1 is provided with a weight-reducing groove 14 located between the first clutch inner ring portion 11 and the second clutch inner ring portion 12. The setting of the weight-reducing groove 14 can reduce the weight and processing cost of the integrated inner ring 1; specifically, the first centrifugal block 41 and the second centrifugal block 51 are located between the first clutch inner ring portion 11 and the second clutch inner ring portion 12, the first centrifugal block 41 and the second centrifugal block 51 are opposite to the weight-reducing groove 14, and the width of the weight-reducing groove 14 is smaller than the width of the first centrifugal block 41 and the second centrifugal block 51, then the first centrifugal block 41 and the second centrifugal block 51 can contact with the outer wall of the integrated inner ring 1 when in the contracted state.

[0039] Reference Figures 1 to 4In this embodiment, the integrated dual centrifugal clutch assembly further includes a first buffer frame 22, a first clutch outer ring 23, a second clutch driving member 31, a second driving plate 52, a second buffer frame 32 and a second clutch outer ring 33; wherein, the connection structure of the first clutch inner ring 11, the first clutch driving member 21, the first buffer frame 22 and the first clutch outer ring 23 belongs to the prior art and will not be described in detail herein. Embodiment 2:

[0040] An automatic speed-changing hub, referring to Figures 1 to 5 , including a hub tube 9, in which the first planetary gear assembly, the second planetary gear assembly and the integrated dual centrifugal clutch assembly in Example 1 are respectively arranged, and the integrated dual centrifugal clutch assembly is located between the first planetary gear assembly and the second planetary gear assembly; in this embodiment, a fastener connected to the inner end surface of the hub tube 9 is penetrated on the fixing plate 13, and specifically, the fastener is a fixing bolt 91 in this embodiment; in this embodiment, the first planetary gear assembly includes a first planet carrier 81, a clutch assembly 84 is arranged between the first planet carrier 81 and the hub tube 9, and a first planetary gear 82 meshing with the first clutch outer ring 23 is arranged on the first planet carrier 81; the second planetary gear assembly includes a second planet carrier 86, a transmission shaft sleeve 85 is arranged between the second planet carrier 86 and the first planet carrier 81, and a second planetary gear 88 meshing with the second clutch outer ring 33 is arranged on the second planet carrier 86; in this embodiment, two sets of planetary gear assemblies are arranged to form three gears, and the three gears are automatically switched according to the rotation speed of the power output unit, so as to further improve the riding experience.

[0041] Reference Figure 2 and Figure 5 Specifically, in this embodiment, the fixing plate 13 is located between the first clutch outer ring 23 and the first centrifugal block 41, so as to simplify the structure of the hub tube 9 and facilitate installation.

[0042] Reference Figure 5 Specifically, in this embodiment, the first planetary carrier 81 is provided with a gear piece 89 for receiving the pedal input speed. The first planetary carrier 81 and the second planetary carrier 86 are connected through a transmission shaft sleeve 85, and the speeds of the gear piece 89, the first planetary carrier 81, the transmission shaft sleeve 85 and the second planetary carrier 86 are the same, which is the pedal input speed; in this embodiment, the first planetary carrier 81 and the transmission shaft sleeve 85, as well as the second planetary carrier 86 and the transmission shaft sleeve 85, are circumferentially linked by spline cooperation, thereby facilitating assembly; in other optional embodiments, the transmission shaft sleeve 85 can also be integrally formed with the first planetary carrier 81 or the second planetary carrier 86, which is not limited here.

[0043] Reference Figure 5In this embodiment, the automatic speed-changing hub also includes a main shaft 7, on which are respectively provided a first sun gear 83 meshing with the first planetary gear 82, and a second sun gear 87 meshing with the second planetary gear 88; specifically, in this embodiment, the first sun gear 83 and the main shaft 7 are integrally formed, and the second sun gear 87 and the main shaft 7 are fixed and prevented from rotating by keyway cooperation.

[0044] Reference Figure 5 In this embodiment, bearings are provided between the first planet carrier 81 and the main shaft 7, between the hub drum 9 and the first planet carrier 81, between the hub drum 9 and the first clutch outer ring 23, between the hub drum 9 and the second planet carrier 86, between the hub drum 9 and the second clutch outer ring 33, and between the second sun gear 87 and the second planet carrier 86; in other optional embodiments, the position and number of the bearings can also be adjusted as needed, which is not limited here.

[0045] Reference Figure 5 In this embodiment, a speed measuring component for detecting the pedal input speed is arranged in the automatic speed-changing hub (not shown in the drawings). Specifically, the speed measuring component is used to detect the rotation speed of the second planetary carrier 86; in this embodiment, the speed measuring component includes a Hall sensor component arranged on the second sun gear 87, and a magnetic ring arranged on the second planetary carrier 86 and cooperating with the Hall sensor component, and the Hall sensor component is connected to a wiring harness; in this embodiment, the rotation speed of the second planetary carrier 86 is detected, on the one hand, to facilitate the arrangement of the speed measuring component, and on the other hand, to facilitate the wiring harness to pass through the main shaft 7 and then lead it out; in this embodiment, the pedal input speed is detected by using the speed measuring component, which is convenient for the rider to understand the riding status and improve the riding experience.

[0046] Here’s how it works:

[0047] The rotation speed of the pedal power is transmitted to the gear plate 89, and the gear plate 89 drives the first planetary carrier 81 and the second planetary carrier 86 to rotate. The first sun gear 83 and the second sun gear 87 are fixed. The first planetary carrier 81 drives the first clutch outer ring 23 to rotate through the first planetary gear 82, and the second planetary carrier 86 drives the second clutch outer ring 33 to rotate through the second planetary gear 88. The rotation speed of the first clutch outer ring 23 is greater than the rotation speed of the first planetary carrier 81, and the rotation speed of the second clutch outer ring 33 is greater than the rotation speed of the first clutch outer ring 23.

[0048] In the first gear: the first centrifugal weight 41 and the second centrifugal weight 51 are both in a retracted state, and the rotation speed of the first clutch outer ring 23 and the second clutch outer ring 33 cannot be transmitted to the hub drum 9; at this time, the first planetary carrier 81 drives the hub drum 9 to rotate through the first gear clutch assembly 84 to achieve power output.

[0049] In the second gear: after the rotation speed of the hub drum 9 reaches the second gear shift point, the first centrifugal throw-off weight 41 rotates to the throw-off state under the action of centrifugal force, and the rotation speed of the first clutch outer ring 23 is transmitted to the hub drum 9 to realize power output; at this time, the rotation speed of the hub drum 9 is greater than the rotation speed of the first planetary carrier 81, and the first gear clutch assembly 84 is in the overtaking state; while the second centrifugal throw-off weight 51 is still in the contracted state.

[0050] In the third gear: after the rotation speed of the hub drum 9 reaches the third gear shift point, the second centrifugal throw-off block 51 rotates to the throw-off state under the action of centrifugal force, and the rotation speed of the second clutch outer ring 33 is transmitted to the hub drum 9 to realize power output; at this time, the rotation speed of the hub drum 9 is greater than the rotation speeds of the first planetary carrier 81 and the first clutch outer ring 23, the first gear clutch assembly 84 is in the overtaking state, and the first clutch inner ring 11, the first clutch drive member 21 and the first buffer frame 22 are also in the overtaking state.

[0051] Using the output speed of the power take-off unit to control the centrifugal drive assembly can improve the riding experience, reduce the frequency of gear shifting, and extend the service life of the automatic transmission hub.

Claims

1. An integrated dual centrifugal clutch assembly, characterized in that: The device comprises a first clutch inner ring portion and a second clutch inner ring portion, wherein the first clutch inner ring portion and the second clutch inner ring portion are fixedly connected or integrally formed to form an integrated inner ring; The outer side wall of the integrated inner ring is provided with an integrally formed fixing plate, and the fixing plate is provided with a first centrifugal block and a second centrifugal block respectively; The fixing plate is provided with a notch, so that the fixing plate includes four fixing support plates; two of the fixing support plates opposite to each other are respectively provided with the first centrifugal blocks, and the other two fixing support plates opposite to each other are respectively provided with the second centrifugal blocks; The outer wall of the first clutch inner ring portion is sleeved with a first drive plate that cooperates with the first centrifugal block; the outer wall of the first clutch inner ring portion is provided with a limiting step that cooperates with the first drive plate, and the outer wall of the first clutch inner ring portion is sleeved with a limiting retaining spring; the limiting retaining spring cooperates with the limiting step to achieve axial limitation of the first drive plate.

2. The integrated dual centrifugal clutch assembly according to claim 1, characterized in that: A first clutch driving member is embedded in the outer side wall of the first clutch inner ring portion, and a yielding protrusion cooperating with the first clutch driving member is arranged on the limit clamp spring.

3. The integrated dual centrifugal clutch assembly according to claim 1, characterized in that: The integrated inner ring is integrally formed, and an outer side wall of the integrated inner ring is provided with a weight-reducing groove located between the first clutch inner ring portion and the second clutch inner ring portion.

4. The integrated dual centrifugal clutch assembly according to claim 2, characterized in that: The integrated dual centrifugal clutch assembly further includes a first clutch buffer frame, a first clutch outer ring, a second clutch driving member, a second driving plate, a second clutch buffer frame and a second clutch outer ring.

5. An automatic speed-changing hub, characterized in that: The hub drum comprises a first planetary gear assembly, a second planetary gear assembly and the integrated dual centrifugal clutch assembly as claimed in claim 4, respectively, and the integrated dual centrifugal clutch assembly is located between the first planetary gear assembly and the second planetary gear assembly; The fixing plate is provided with a fastener connected to the inner end surface of the hub tube; The first planetary gear assembly includes a first planet carrier, a clutch assembly is arranged between the first planet carrier and the hub drum, and a first planetary gear meshing with a first clutch outer ring is arranged on the first planet carrier; The second planetary gear assembly includes a second planet carrier, a transmission sleeve is arranged between the second planet carrier and the first planet carrier, and the second planet carrier is provided with a second planetary gear meshing with a second clutch outer ring.

6. The automatic speed-changing hub according to claim 5, characterized in that: The fixing plate is located between the first clutch outer ring and the first centrifugal throw-out block.

7. The automatic speed-changing hub according to claim 5, characterized in that: The automatic speed-changing hub also includes a main shaft, on which a first sun gear meshing with the first planetary gear and a second sun gear meshing with the second planetary gear are respectively arranged; a speed measuring component is arranged between the second sun gear and the second planet carrier.

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