A manual disengagement mechanism for clutch friction pair engagement elements

Abstract

This invention discloses a manual transmission disengagement mechanism for a clutch friction pair engagement element, comprising a drive shaft, a push sleeve, steel balls, bearings, a manual transmission sleeve, a locating pin, an end cover, and a spring. During operation, the inner wall of the V-shaped notch II of the manual transmission sleeve pushes the steel balls, which in turn drive the push sleeve axially through the V-shaped notch I. The push sleeve pushes open the rotary table, disengaging the rotary table from the friction plate. Continuing to rotate the manual transmission sleeve causes the locating pin, drive shaft, rotary table, and push sleeve to rotate together. When rotation stops, the manual transmission sleeve is released, and the mechanism returns to its initial state under the spring force. This invention utilizes the interaction of the V-shaped groove and the steel balls to ensure reliable disengagement and automatic reset of the friction pair engagement element during manual transmission, achieving the functions of motion transmission and braking. It is suitable for use in environments with strong impact vibration, high and low temperatures, etc.

Description

Technical Field

[0001] This invention relates to the field of clutch technology, and in particular to a manual disengagement mechanism for a clutch friction pair engagement element. Background Technology

[0002] Current transmissions typically use cylindrical coil springs to push the gear shift piston back into the hydraulic cylinder. During the return process, this type of structure cannot quickly create a gap between the friction pairs, leading to a slippage phenomenon between the friction plate assemblies. This results in slow gear shifting, wear and heat generation between the friction plate assemblies, and after a period of use, the transmission will experience slippage and loss of power.

[0003] At the same time, there is currently no mechanism on the market that can disengage and automatically reset the friction pair engagement element when manually driven. Most of them need to use electromagnets to control the operation of the friction pair engagement element. However, in environments with strong impact vibration, high and low temperatures, it is not conducive to the connection and stable operation of the circuit, and it is easy to cause the friction pair engagement element to become insensitive in operation. Summary of the Invention

[0004] The purpose of this invention is to provide a manual transmission disengagement mechanism for the clutch friction pair engagement element, so as to solve the problems existing in the prior art.

[0005] The technical solution adopted to achieve the purpose of the present invention is as follows: a manual transmission disengagement mechanism for a clutch friction pair engagement element, comprising a drive shaft, a friction pair engagement element, a push sleeve, steel balls, bearings, a manual transmission sleeve, a positioning pin, an end cover, and a spring.

[0006] The end cap is a rotating structure with a connecting through hole running through both ends along its axis. One side has a chamber I for mounting friction pair engagement elements, and the other side has a chamber II for mounting a manual transmission sleeve. The connecting through hole connects chamber I and chamber II.

[0007] The friction pair engagement element includes a rotary disk and a friction disk. Both the rotary disk and the friction disk are rotating structures. The friction disk is fixed in chamber I. The rotary disk has an axially arranged splined through hole.

[0008] The drive shaft has a stepped rotating body structure. The drive shaft includes coaxially arranged shaft section I and shaft section II. Shaft section I is a splined shaft. Shaft section II is a smooth cylindrical shaft. A positioning hole is provided on the shaft body of shaft section II. Shaft section II is housed in chamber II. Shaft section I extends into chamber I after passing through a connecting hole. A push sleeve, a rotary disk, and a spring are sequentially fitted on the shaft body of shaft section I. A manual transmission sleeve is fitted on the shaft body of shaft section II. In the initial state, the rotary disk and friction disk of the friction pair engagement element are engaged with each other under the elastic force of the spring.

[0009] The push sleeve has a cylindrical structure. An internal spline is provided on the inner wall of the push sleeve. The push sleeve passes through the connecting hole of the end cap, with one end of the push sleeve abutting against the rotary table, and the other end face having several V-shaped notches I arranged at equal intervals along the circumference.

[0010] The manual transmission sleeve is a cylindrical structure with one open end and a hollow interior. The outer wall of the manual transmission sleeve has a flange and a waist-shaped through hole. The manual transmission sleeve is mounted in chamber II via bearings.

[0011] The shaft segment II extends into the inner cavity of the manual transmission sleeve. The open end of the manual transmission sleeve has several V-shaped notches II, which are arranged at equal intervals along the circumference. The V-shaped notches I and the V-shaped notches II are paired opposite each other, forming a space for the steel ball to be installed. The steel ball is installed in this space. The positioning pin passes sequentially through the oblong through-hole of the manual transmission sleeve and the positioning hole of the transmission shaft.

[0012] During operation, rotating the manual transmission sleeve causes the locating pin to rotate relative to the slotted hole. At this time, the transmission shaft remains stationary, and the inner wall of the V-shaped notch II pushes the steel ball. The steel ball, through the V-shaped notch I, drives the push sleeve to move axially, pushing the rotary table open and disengaging it from the friction disc. Continuing to rotate the manual transmission sleeve causes the locating pin to abut against the inner wall of the slotted hole, and the manual transmission sleeve drives the locating pin, transmission shaft, rotary table, and push sleeve to rotate together. When rotation stops, releasing the manual transmission sleeve allows the mechanism to return to its initial state under the spring force.

[0013] Furthermore, the rotary table and friction disc are made of resin-based composite materials or cast iron.

[0014] The technical effects of this invention are beyond doubt:

[0015] A. It reduces wear between parts and extends service life;

[0016] B. It enables the disengagement and automatic reset of the friction pair engagement element during manual transmission, thereby adding the function of manually operating the engagement element to engage or disengage the clutch when no power is applied, while maintaining the function of the traditional electromagnetic clutch, thus realizing the function of transmitting motion and braking. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the mechanism of the present invention;

[0018] Figure 2 This is the front view of the pivot.

[0019] Figure 3 for Figure 2 AA section view;

[0020] Figure 4This is a push-fit sectional view;

[0021] Figure 5 This is a sectional view and a front view;

[0022] Figure 6 This is a schematic diagram of the manual transmission sleeve;

[0023] Figure 7 This is a schematic diagram of the steel ball in its initial and rotating states.

[0024] In the diagram: 1. Rotary shaft; 2. Friction pair engagement element; 3. Push sleeve; 4. Steel ball; 5. Bearing; 6. Manual transmission sleeve; 7. V-shaped notch II; 8. Waist-shaped through hole; 9. Positioning pin; 10. End cap; 11. Spring. Detailed Implementation

[0025] The present invention will be further described below with reference to embodiments, but it should not be construed that the scope of the present invention is limited to the following embodiments. Various substitutions and modifications made based on ordinary technical knowledge and common practice in the art without departing from the above-described technical concept of the present invention should be included within the scope of protection of the present invention.

[0026] Example 1:

[0027] This embodiment provides a manual transmission disengagement mechanism for a clutch friction pair engagement element, including a transmission shaft 1, a friction pair engagement element 2, a push sleeve 3, a steel ball 4, a bearing 5, a manual transmission sleeve 6, a positioning pin 7, an end cover 8, and a spring 9.

[0028] The end cap 8 is a rotating structure with a connecting through hole running through both ends along its axis. One side has a chamber I for mounting the friction pair engagement element 2, and the other side has a chamber II for mounting the manual transmission sleeve 6. The connecting through hole connects chamber I and chamber II.

[0029] The friction pair engagement element 2 includes a rotary disk and a friction disk. Both the rotary disk and the friction disk are rotating structures. The friction disk is fixed in chamber I. The rotary disk has an axially arranged splined through hole.

[0030] The drive shaft 1 has a stepped rotating body structure. The drive shaft 1 includes coaxially arranged shaft segment I and shaft segment II. Shaft segment I is a splined shaft. Shaft segment II is a smooth cylindrical shaft. A positioning hole is provided on the shaft body of shaft segment II. Shaft segment II is housed in chamber II. Shaft segment I extends into chamber I after passing through a connecting hole. A push sleeve 3, a rotary disk, and a spring 9 are sequentially fitted onto the shaft body of shaft segment I. A manual transmission sleeve 6 is fitted onto the shaft body of shaft segment II. In the initial state, the rotary disk and friction disk of the friction pair engagement element 2 engage with each other under the elastic force of the spring 9.

[0031] The push sleeve 3 is a cylindrical structure. An internal spline is provided on the inner wall of the push sleeve 3. The push sleeve 3 passes through the connecting through hole of the end cover 8. One end of the push sleeve 3 is pressed against the rotary table, and several V-shaped notches I301 are opened on the end face of the other end. The several V-shaped notches I301 are arranged at equal intervals along the circumference.

[0032] The manual transmission sleeve 6 is an overall cylindrical structure with one open end and a hollow interior. The outer wall of the manual transmission sleeve 6 is provided with a flange and a waist-shaped through hole 602. The manual transmission sleeve 6 is mounted in chamber II via a bearing 5.

[0033] The shaft segment II extends into the inner cavity of the manual transmission sleeve 6. The shaft segment II and the manual transmission sleeve 6 are fitted with a clearance, allowing the manual transmission sleeve 6 and the transmission shaft 1 to rotate relative to each other. The open end of the manual transmission sleeve 6 has several V-shaped notches II 601, which are arranged at equal intervals along the circumference. The V-shaped notches I 301 and the several V-shaped notches II 601 are paired together to form a space for accommodating the steel ball 4. The steel ball 4 is installed in the steel ball accommodating space. The positioning pin 7 passes sequentially through the oblong through hole 602 of the manual transmission sleeve 6 and the positioning hole of the transmission shaft 1.

[0034] During operation, rotating the manual transmission sleeve 6 causes the positioning pin 7 to rotate relative to the slotted hole 602. At this time, the transmission shaft 1 remains stationary, and the inner wall of the V-shaped notch II 601 pushes the steel ball 4. The steel ball 4 drives the push sleeve 3 to move axially through the V-shaped notch I 301, pushing the rotary table open and disengaging it from the friction disc. Continuing to rotate the manual transmission sleeve 6 causes the positioning pin 7 to abut against the inner wall of the slotted hole 602, and the manual transmission sleeve 6 drives the positioning pin 7, transmission shaft 1, rotary table, and push sleeve 3 to rotate together. When rotation stops, releasing the manual transmission sleeve 6 allows the mechanism to return to its initial state under the elastic force of the spring 9.

[0035] Example 2:

[0036] See Figures 1-7 This embodiment discloses a manual transmission disengagement mechanism for a clutch friction pair engagement element, including a transmission shaft 1, a friction pair engagement element 2, a push sleeve 3, a steel ball 4, a bearing 5, a manual transmission sleeve 6, a positioning pin 7, an end cover 8, and a spring 9.

[0037] The drive shaft 1 is a cylindrical structure, comprising shaft segment I and shaft segment II. Shaft segment I is a splined shaft, and shaft segment II is a cylindrical shaft. A positioning hole is provided at the end of shaft segment II away from segment I.

[0038] The drive shaft 1, section I, is fitted with a spring 9, a rotary table, and a push sleeve 3.

[0039] The drive shaft 1 shaft section II is located inside the end cover 8, and is fitted with steel balls 4 and manual transmission sleeve 6 in sequence.

[0040] The friction pair engagement element 2 includes a rotary disk and a friction disk, both of which are rotating structures. The friction disk is fixed on the end cover 8, and the inner hole of the rotary disk is a spline through hole, which is sleeved on the drive shaft 1 and can rotate with the drive shaft 1.

[0041] The push sleeve 3 is a cylindrical structure. The push sleeve 3 passes through the circular through hole of the end cover 8. One end of the push sleeve 3 is pressed against the rotary table, and the other end face is provided with several V-shaped notches I301 for installing steel balls 4. The several V-shaped notches I301 are arranged at equal intervals along the circumference of the push sleeve 3. The inner hole of the push sleeve 3 is a spline through hole. The push sleeve 3 is sleeved on the drive shaft 1.

[0042] The steel ball 4 is installed in the V-shaped notch of the push sleeve 3 and the manual transmission sleeve 6.

[0043] The manual transmission sleeve 6 is a rotating structure, and the manual transmission sleeve 6 is mounted on the end cover 8 via bearing 5.

[0044] One end of the manual transmission sleeve 6 is open, and several V-shaped notches II 601 for installing steel balls 4 are provided on the end face of this end. Several V-shaped notches I 301 and several V-shaped notches II 601 are opposite each other.

[0045] The manual transmission sleeve 6 has a round inner hole and is fitted onto the transmission shaft 1. The manual transmission sleeve 6 has an oblong through hole 602 on its outer wall outside the end cover 8.

[0046] The positioning pin 7 is installed in the inner cavity of the waist-shaped through hole 602 of the manual transmission sleeve 6 and the positioning hole of the transmission shaft 1.

[0047] The end cap 8 is a rotating structure with a circular through hole running through both ends. One side has a chamber I for mounting the friction pair engagement element 2, and the other side has a chamber II for mounting the manual transmission sleeve 6. The chamber I and the chamber II are connected through the circular through hole.

[0048] In the initial state, the rotary disk and the friction disk of the friction pair engagement element 2 are engaged with each other under the elastic force of the spring 9.

[0049] See Figure 7 In the diagram, 7a and 7b represent the initial state and the state of the steel ball after rotating a certain angle, respectively. During operation, rotating the manual transmission sleeve 6 causes the positioning pin 7 to rotate relative to the slotted through hole 602. At this time, the transmission shaft 1 is stationary, and the inner wall of the V-shaped notch II 601 pushes the steel ball 4. The steel ball 4 drives the push sleeve 3 to move axially through the V-shaped notch I 301. The push sleeve 3 pushes open the rotary table, causing the rotary table and friction disc to separate. Continuing to rotate the manual transmission sleeve 6, the positioning pin 7 abuts against the inner wall of the slotted through hole 602, and the manual transmission sleeve 6 drives the positioning pin 7, transmission shaft 1, rotary table, and push sleeve 3 to rotate together.

[0050] When rotation stops, the manual transmission sleeve 6 is released, and the mechanism returns to its initial state under the elastic force of the spring 9.

[0051] It is worth noting that this invention, through a novel mechanical transmission structure, employs a V-groove and steel balls to ensure reliable disengagement and automatic reset of the friction pair engagement elements during manual transmission, thereby achieving the functions of motion transmission and braking. It is suitable for use in environments with strong impact vibration, high and low temperatures, etc.

[0052] Example 1:

[0053] The main structure of this embodiment is the same as that of Embodiment 1, wherein the rotary table and the friction table are made of resin-based composite material or cast iron.

Claims

1. A manual transmission disengagement mechanism for a clutch friction pair engagement element, characterized in that: It includes a drive shaft (1), a friction pair engagement element (2), a push sleeve (3), a steel ball (4), a bearing (5), a manual transmission sleeve (6), a locating pin (7), an end cap (8), and a spring (9); The end cap (8) is a rotating body structure with a connecting through hole through both ends along its axis. One side has a chamber I for mounting the friction pair engagement element (2), and the other side has a chamber II for mounting the manual transmission sleeve (6). The connecting through hole connects chamber I and chamber II. The friction pair engagement element (2) includes a rotary disk and a friction disk; both the rotary disk and the friction disk are rotary bodies; the friction disk is fixed in chamber I; the rotary disk has an axially arranged spline through hole; The drive shaft (1) is a stepped rotating body structure; the drive shaft (1) includes a shaft section I and a shaft section II arranged coaxially; the shaft section I is a spline shaft; the shaft section II is a smooth cylindrical shaft; a positioning hole is provided on the shaft body of the shaft section II; the shaft section II is housed in the chamber II; the shaft section I extends into the chamber I after passing through the connecting through hole; a push sleeve (3), a rotary disk and a spring (9) are sequentially sleeved on the shaft body of the shaft section I; a manual transmission sleeve (6) is sleeved on the shaft body of the shaft section II; in the initial state, the rotary disk and the friction disk of the friction pair engagement element (2) engage with each other under the elastic force of the spring (9); The push sleeve (3) is a cylindrical structure; an internal spline is provided on the inner wall of the push sleeve (3); the push sleeve (3) passes through the connecting through hole of the end cover (8), one end of the push sleeve (3) is pressed against the rotary table, and several V-shaped notches I (301) are opened on the end face of the other end, and several V-shaped notches I (301) are arranged at equal intervals along the circumference. The manual transmission sleeve (6) is a cylindrical structure with one open end and a hollow interior; the outer wall of the manual transmission sleeve (6) is provided with a flange and a waist-shaped through hole (602); the manual transmission sleeve (6) is installed in the chamber II through a bearing (5); The shaft segment II extends into the inner cavity of the manual transmission sleeve (6); the open end of the manual transmission sleeve (6) is provided with several V-shaped notches II (601), and the several V-shaped notches II (601) are arranged at equal intervals along the circumference; the V-shaped notches I (301) and the several V-shaped notches II (601) are opposite each other and together form a steel ball receiving space for the installation of steel balls (4); the steel balls (4) are installed in the steel ball receiving space; the positioning pin (7) passes through the waist-shaped through hole (602) of the manual transmission sleeve (6) and the positioning hole of the transmission shaft (1) in sequence; During operation, the manual transmission sleeve (6) is rotated, and the positioning pin (7) rotates relative to each other in the waist-shaped through hole (602). At this time, the transmission shaft (1) is stationary, and the inner wall of the V-shaped notch II (601) pushes the steel ball (4). The steel ball (4) drives the push sleeve (3) to move axially through the V-shaped notch I (301). The push sleeve (3) pushes open the turntable, causing the turntable and the friction disc to separate. The manual transmission sleeve (6) is rotated continuously, and the positioning pin (7) abuts against the inner wall of the waist-shaped through hole (602). The manual transmission sleeve (6) drives the positioning pin (7), the transmission shaft (1), the turntable and the push sleeve (3) to rotate together. When the rotation stops, the manual transmission sleeve (6) is released, and the mechanism returns to the initial state under the elastic force of the spring (9).

2. The manual transmission disengagement mechanism for a clutch friction pair engagement element according to claim 1, characterized in that: The rotary table and friction disc are made of resin-based composite material or cast iron.

3. The manual transmission disengagement mechanism for a clutch friction pair engagement element according to claim 1, characterized in that: The shaft segment I is fitted with the push sleeve (3) with clearance.

4. The manual transmission disengagement mechanism for a clutch friction pair engagement element according to claim 1, characterized in that: The shaft segment II is fitted with the manual transmission sleeve (6) with clearance.

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