Anti-skid tension wheel for automobile transmission

Abstract

The application discloses an anti-skid tensioning wheel for automobile transmission and belongs to the technical field of tensioning wheels. The anti-skid tensioning wheel comprises a mounting seat, a pressure plate slidably connected to the mounting seat, a wheel frame slidably connected to the pressure plate, a pressure spring arranged on the pressure plate, and a tensioning wheel rotatably connected to the wheel frame. A non-circular insertion column is slidably connected to the wheel frame. An adjusting screw is rotatably connected to the pressure plate. A driving ring is rotatably connected to the mounting seat. The driving ring is in transmission connection with a transmission belt. The pressure plate and the wheel frame slide relative to each other to drive the non-circular insertion column to slide. When the pressure plate and the wheel frame are located at positions close to each other, the tensioning wheel keeps pressing the transmission belt. When the pressure plate and the wheel frame are located at positions far away from each other, the tensioning wheel slides to the transmission belt and further presses the transmission belt. When the transmission belt slips, the tensioning wheel slides to further press the transmission belt. After slipping, the tensioning wheel can provide tension to the transmission belt again. The transmission belt can be conveniently disassembled. The anti-skid tensioning wheel adopts a pure mechanical structure, and the failure rate is reduced.

Description

Technical Field

[0001] This invention belongs to the field of tensioner technology, and more specifically, relates to an anti-slip tensioner for automotive transmission. Background Technology

[0002] Chinese patent document CN209705206U discloses a tensioning wheel that is easy to disassemble and maintain. It includes a tensioning wheel body, a transmission belt connected to the surface of the tensioning wheel body, a transmission shaft inside the tensioning wheel body, a first limiting block on the left side of the transmission shaft, a second limiting block on the right side of the transmission shaft, a first rotating handle on the left side of the first limiting block, and a first threaded shaft fixedly connected to the end of the first rotating handle facing the first limiting block. This invention solves the problems of traditional tensioning wheels, which are cumbersome to install and disassemble, reducing worker efficiency and causing inconvenience when maintenance is required, by configuring the tensioning wheel body, transmission belt, transmission shaft, first limiting block, second limiting block, first rotating handle, first threaded shaft, second rotating handle, second threaded shaft, placement groove, first threaded groove, and second threaded groove.

[0003] Chinese patent document CN218670453U discloses an intelligent adjustment structure for a tension wheel. The key technical points are: it includes a mounting base for mounting the tension wheel body; a rotating shaft is rotatably mounted on one side of the mounting base via a bearing; a fixing bracket is fixedly mounted at the end of the rotating shaft; a telescopic column is engaged within the fixing bracket; a lead screw assembly is installed within the telescopic column; and a rectangular bracket is mounted on the upper end via screws; a pressure sensor is mounted on the rectangular bracket; an U-shaped mounting block is mounted on the upper end of the pressure sensor; and the tension wheel body is mounted within the U-shaped mounting block. This structure improves the accuracy of tension monitoring; when the tension changes, it can quickly adjust the position between the tension wheel body and the belt, thereby adjusting the tension and enhancing the intelligence of tension adjustment. It also facilitates control of the angle of use of the tension wheel body, improving its application range, effectiveness, and flexibility.

[0004] In actual use, the above solution requires regular calibration and maintenance due to the instantaneous changes in belt tension caused by acceleration and deceleration. As a result, the sensor is in operation for extended periods. Furthermore, the high temperature inside the car engine has a significant impact on the electronic system. Therefore, the above solution requires regular calibration and maintenance, making it inconvenient to use. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an anti-slip tensioner for automotive transmission, which can automatically tighten the transmission belt, compensate for the loosening of the transmission belt due to wear and aging, and always keep the transmission belt with sufficient tension.

[0006] This invention discloses an anti-slip tensioning pulley for automotive transmissions, comprising a mounting base mounted on an automotive vehicle, a pressure plate slidably connected to the mounting base, a wheel frame slidably connected to the pressure plate, a pressure spring disposed between the pressure plate and the wheel frame for distancing them from each other, and a tensioning pulley rotatably connected to the wheel frame for pressing a transmission belt; a non-circular insert slidably connected to the wheel frame and capable of drivingly connecting to the tensioning pulley; an adjusting screw rotatably connected to the pressure plate and capable of drivingly connecting to the non-circular insert; a drive ring rotatably connected to the mounting base and capable of drivingly connecting to the adjusting screw; the drive ring is always drivingly connected to the transmission belt; the relative sliding of the pressure plate and the wheel frame can drive the non-circular insert to slide.

[0007] When the pressure plate and the wheel frame are in a close position to each other, the non-circular insert is connected to the tension wheel; the adjusting screw rotates at the same speed as the drive ring, and the tension wheel keeps the drive belt pressed.

[0008] When the pressure plate and the wheel frame are in a position far apart from each other, the non-circular insert and the tension wheel are not in contact, the rotation speed of the drive ring is greater than the rotation speed of the adjusting screw, and the tension wheel slides toward the transmission belt to further tighten the transmission belt and prevent slippage.

[0009] As a further improvement of the present invention, the outer circumference of the non-circular insert is rotatably connected to a sliding ring for driving the non-circular insert to slide synchronously; the sliding ring is slidably connected to the wheel frame; the outer circumference of the adjusting screw is slidably connected to a switching ring capable of driving the sliding ring to slide away from the tensioning wheel; the switching ring rotates synchronously circumferentially with the adjusting screw; the outer circumference of the adjusting screw is rotatably connected to a transmission ring capable of driving the switching ring to slide; the transmission ring rotates synchronously circumferentially with the driving ring.

[0010] When the tensioner pulley presses against the transmission belt, the rotation speed of the adjusting screw is the same as the rotation speed of the drive ring, that is, the rotation speed of the transmission ring and the switching ring is the same. The switching ring is located near the limit position of the transmission ring, and the non-circular insert is connected to the tensioner pulley via transmission.

[0011] When the drive belt slips, the rotational speed of the drive ring is greater than the rotational speed of the adjusting screw. The drive ring rotates relative to the switching ring, causing the switching ring to slide to a limit position away from the drive ring, so that the non-circular insert does not contact the tensioning wheel.

[0012] As a further improvement of the present invention, the pressure plate is formed with an inward pushing slope capable of driving the sliding ring to slide towards the tensioning wheel; an outer pushing frame capable of driving the sliding ring to slide away from the tensioning wheel is slidably connected to the wheel frame; a switching slider for driving the outer pushing frame to slide is slidably connected to the pressure plate; and a switching slope for driving the switching slider to slide is formed on the outer wall of the switching ring.

[0013] When the pressure plate and the wheel frame slide toward each other, the inner push slope drives the sliding ring to slide, causing the non-circular insert to slide toward the tension wheel and connect with the tension wheel. At the same time, the sliding ring drives the outer push frame to slide, and the switching ring slides to the limit position close to the transmission ring.

[0014] When the pressure plate and the wheel frame slide away from each other and slippage occurs, the switching ring slides to the limit position away from the transmission ring, causing the outer push frame to slide and drive the non-circular insert to slide away from the tension wheel until it is no longer connected to the tension wheel.

[0015] As a further improvement of the present invention, a blocking block capable of preventing the sliding ring from sliding is slidably connected to the wheel frame; the end of the blocking block away from the tensioning wheel is formed with a blocking inclined surface capable of abutting against the sliding ring and thus preventing the sliding ring from sliding; the blocking block and the wheel frame are provided with a blocking spring for making the blocking block slide towards the sliding ring.

[0016] When the obstructing ramp abuts against the sliding ring, the non-circular insert is not connected to the tension wheel. The tension wheel continues to slide, causing the elastic deformation of the transmission belt to gradually increase, that is, the tension to gradually increase. When the tension is large enough, the sliding ring overcomes the obstruction of the obstructing ramp, and the elasticity of the transmission belt causes the non-circular insert to slide quickly to be connected to the tension wheel.

[0017] As a further improvement of the present invention, a transmission plate for driving the outer push frame to slide is slidably connected to the wheel frame; a transmission slide column for driving the transmission plate to slide synchronously is formed on the switching slider.

[0018] As a further improvement of the present invention, a worm gear that is rotatably connected to the adjusting screw is rotatably connected to the wheel frame; a worm that is rotatably connected to the worm gear is rotatably connected to the wheel frame; a non-circular insert is slidably connected to the worm along the axial direction; the non-circular insert rotates synchronously with the worm in the circumferential direction.

[0019] As a further improvement of the present invention, the switching ring has a plurality of uniformly arranged first inclined surfaces formed circumferentially at one end facing the transmission ring; the transmission ring has a plurality of uniformly arranged second inclined surfaces formed circumferentially at one end facing the switching ring, which can drive the corresponding first inclined surfaces to slide.

[0020] As a further improvement of the present invention, two equally spaced driven blocks are formed on the outer periphery of the adjusting screw along the circumferential direction; two equally spaced driving blocks are formed on the inner wall of the switching ring along the circumferential direction; and a tolerance spring is provided between the driving blocks and the driven blocks to keep them away from each other.

[0021] As a further improvement of the present invention, the tensioning wheel is formed with a non-circular insertion hole along its own axis direction, which can be inserted into the non-circular insertion post; the worm is formed with a non-circular sliding hole along its own axis direction, which is slidably connected to the non-circular insertion post; the cross-sections of the non-circular insertion hole, the non-circular sliding hole, and the non-circular insertion post are non-circular structures with the same shape.

[0022] As a further improvement of the present invention, the inner wall of the drive ring is slidably connected to a screw slide column that can be slidably connected to the spiral groove on the adjusting screw; the mounting base is slidably connected to an unlocking ring for driving the screw slide column to slide; and the mounting base is rotatably connected to a swing arm that is drivenly connected to the unlocking ring.

[0023] When the rocker arm is in the first position, the lead screw slide is located in the spiral groove, and the drive ring is connected to the adjusting lead screw.

[0024] When the rocker arm is in the second position, the lead screw slide is not in contact with the adjusting lead screw, and the tension wheel can slide relative to the mounting base.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows: under normal working conditions, the pressure spring is in a compressed state, the tension wheel is pressed against the car drive belt, and the drive belt has a rated tension; the non-circular plug is located in the non-circular plug hole; the rocker arm is located in the first position, and the lead screw slide is located in the spiral groove of the adjusting lead screw.

[0026] The drive belt rotates the tensioner pulley, which in turn rotates the non-circular insertion hole. This rotation drives the non-circular insertion post, which in turn drives the non-circular sliding hole, causing the worm gear to rotate. The worm gear then drives the worm wheel, which in turn rotates the non-circular drive shaft. Finally, the non-circular drive shaft drives the non-circular drive hole, causing the adjusting screw to rotate. Simultaneously, a drive pulley connected to the drive belt is connected to a sprocket via a chain. The sprocket drives the output gear through a gearbox, which in turn drives the drive gear, causing the drive ring to rotate. The drive ring, in turn, drives the screw and sliding post. The adjusting screw and drive ring rotate at the same speed, as do the switching ring and drive ring. Therefore, the adjusting screw and drive ring cannot move relative to each other, meaning the tensioner pulley cannot slide relative to the mounting base. The tensioner pulley remains pressed against the drive belt, providing sufficient tension.

[0027] Over time, the drive belt will loosen due to wear and aging, causing it to slip against the drive pulley. This obstructs transmission, leading to engine vibration and stalling, affecting driving safety. As the drive belt gradually loosens, the compression of the pressure spring decreases, the distance between the pressure plate and the pulley frame increases, and the inner inclined surface no longer contacts the outer protruding post and gradually moves away. When the drive pulley slips, the tension on the drive belt is low, resulting in less friction between the belt and the pulley. The pulley can no longer drive the belt to rotate synchronously, causing the drive ring to rotate faster than the adjusting screw. The drive ring's rotation drives the linkage column, which in turn drives the linkage groove, causing the drive ring to rotate. Since the drive ring's speed is greater than the switching ring's speed, the second inclined surface moves the first inclined surface, causing the switching ring to slide away from the drive ring until it no longer contacts it.

[0028] The sliding of the switching ring causes the switching ramp to slide, which in turn causes the switching slider to slide, making the transmission slide column slide. The sliding of the transmission slide column then causes the transmission groove to slide, making the transmission plate slide (i.e., the transmission ramp slide). This sliding of the transmission ramp causes the column to slide, making the outer push frame slide (i.e., the outer push ramp slide). The sliding of the outer push ramp will abut against the outer protruding column, thus causing the sliding ring to slide. The sliding ring then causes the non-circular insert to slide away from the tensioning wheel. When the switching ring and the transmission ring are not in contact, the outer protruding column slides until it abuts against the obstructing ramp. The obstructing spring force pushes the obstructing block to slide, which in turn causes the obstructing ramp to drive the outer protruding column to slide. The non-circular insert slides until it leaves the non-circular insertion hole, preventing the worm gear from driving the worm to rotate, i.e., the adjusting screw cannot rotate.

[0029] The rotation of the drive ring causes the adjusting screw to slide towards the tensioning wheel, which in turn presses the tensioning wheel against the drive belt. The pressure spring is compressed and stores energy again. As the drive ring rotates, the inward-pushing inclined surface on the pressure plate abuts against the inner protrusion and further compresses it, hindering the sliding of the inner protrusion. The tension on the drive belt gradually increases. When the tension increases sufficiently, the inner protrusion overcomes the obstruction of the inclined surface, preventing the spring from compressing and storing energy. The inner protrusion slides until it is no longer in contact with the inclined surface. The pressure plate and the wheel frame slide relative to each other under the elastic action of the drive belt, causing the inward-pushing inclined surface to drive the inner protrusion to slide rapidly, allowing the non-circular insert to slide into the non-circular insertion hole. The adjusting screw and drive ring rotate synchronously again, ensuring that the drive belt can be quickly and further tightened after slippage, and providing sufficient tension to the drive belt.

[0030] During this process, the sliding of the inner convex column drives the sliding of the outer inclined plane, which in turn causes the switching slider to drive the switching ring to slide towards the transmission ring to its original position. The tolerance spring elastically deforms, allowing the switching ring to rotate relative to the adjusting screw within a certain angle range, thereby causing the first inclined plane to abut against the second inclined plane again.

[0031] When replacing the drive belt during engine maintenance, rotate the rocker arm to the second position. The rotation of the rocker arm causes the locking screw to rotate, which in turn causes the unlocking ring to slide. The unlocking ring then causes the inclined ring to slide, which in turn causes the unlocking inclined ring to slide, ultimately causing the screw slide to slide out of contact with the adjusting screw. The tension spring then stretches and stores its tension. The tension wheel can then slide relative to the mounting base, loosening the drive belt for replacement. After replacing the drive belt, push the tension wheel until it is against the drive belt, then rotate the rocker arm to the first position. The tension spring pulls the screw slide into the helical groove of the adjusting screw. When the engine starts, if the tension wheel is not in contact with the drive belt and the belt slips, the tension wheel will quickly and automatically tighten the drive belt according to the above process, reducing manual labor and facilitating the removal and installation of the drive belt. Furthermore, the drive belt needs to maintain a certain tension to ensure optimal transmission. Each time the drive belt is installed or slips, the tension wheel automatically returns to the same tension, ensuring the drive belt always has the appropriate tension without manual adjustment.

[0032] This invention features a non-circular insert. When the non-circular insert is located within a non-circular socket, the rotational speed of the adjusting screw is equal to that of the drive ring, preventing the tensioning wheel from sliding relative to the mounting base. This allows the tensioning wheel to provide tension to the drive belt, preventing slippage. When the non-circular insert is not in contact with the non-circular socket, i.e., when the drive belt slips, the speed of the drive ring exceeds the speed of the adjusting screw. The tensioning wheel slides further to tighten the drive belt, preventing slippage and providing appropriate tension to counteract loosening caused by wear and aging. Compared to traditional methods that rely on elasticity for tightening, the drive belt always has sufficient tension, ensuring stable transmission and enabling automatic adjustment, further extending maintenance cycles.

[0033] This invention features a rocker arm. When the rocker arm is in the first position, the lead screw slide is located within the spiral groove of the adjusting lead screw, and the drive ring is connected to the adjusting lead screw. When the transmission belt slips, the drive ring rotates, causing the adjusting lead screw to slide, which in turn causes the tensioning wheel to further tighten the transmission belt and prevent slippage. When the rocker arm is in the second position, the lead screw slide is not in contact with the adjusting lead screw, and the tensioning wheel can slide relative to the transmission belt, facilitating the replacement of the transmission belt. After replacement, rotating the rocker arm back to the first position automatically tightens the transmission belt and provides sufficient tension without manual adjustment.

[0034] This invention incorporates a drive ring. When the drive ring and the adjusting screw rotate at the same speed, the tensioning wheel remains pressed against the transmission belt to prevent slippage. When the drive ring and the adjusting screw rotate at different speeds, the drive ring rotates, causing the non-circular insert to slide until it no longer contacts the tensioning wheel, preventing the adjusting screw from rotating. Simultaneously, the drive ring rotates, causing the adjusting screw to slide, which in turn causes the tensioning wheel to press against the transmission belt, providing appropriate tension to the transmission belt. Without adding any new motion mechanisms or operating steps, both processes are completed quickly and automatically, preventing transmission belt slippage from causing more serious consequences.

[0035] When the drive belt slips, the tensioner pulley slides to further tighten the drive belt and prevent slippage. This invention can also provide appropriate tension to the drive belt after slippage, counteracting the loosening caused by wear and aging. The invention facilitates the disassembly of the drive belt, and after installing a new drive belt, it can automatically tighten and provide tension without manual adjustment, reducing manual workload. This invention uses a purely mechanical structure, reducing the use of electronic products and power motors, thereby reducing production and circuit control costs, lowering the failure rate, and extending maintenance cycles. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the structure of the present invention;

[0037] Figure 2 This is a cross-sectional structural diagram of the present invention;

[0038] Figure 3 This is an exploded structural diagram of the present invention;

[0039] Figure 4 This is a schematic diagram of the tensioner wheel of the present invention.

[0040] Figure 5 This is a schematic diagram of the adjusting lead screw of the present invention;

[0041] Figure 6 This is a schematic diagram of the drive ring structure of the present invention;

[0042] Figure 7 This is a schematic diagram of the external pusher frame of the present invention;

[0043] Figure 8 This is a schematic diagram of the unlocking ring of the present invention;

[0044] Figure 9 This is a schematic diagram of the structure of the present invention during slippage;

[0045] Figure 10 This is a schematic diagram of the structure for replacing the transmission belt according to the present invention.

[0046] Explanation of the labels in the diagram: 10. Mounting base; 11. Pressure plate; 111. Inward push slope; 12. Wheel frame; 121. Axial groove; 13. Pressure spring; 14. Unlocking ring; 141. Sloping ring; 142. Threaded hole; 15. Rocker arm; 151. Locking screw; 20. Tensioner wheel; 201. Non-circular insertion hole; 21. Worm gear; 211. Non-circular sliding hole; 22. Worm wheel; 221. Non-circular drive shaft; 23. Non-circular insertion post; 24. Sliding ring; 241. Outward protruding post; 25. Obstruction block; 251. Obstruction slope; 26. Obstruction spring; 31. Adjusting screw; 311. Non-circular drive hole; 3 12. Driven block; 32. Drive ring; 321. Linkage column; 322. Drive gear; 33. Switching ring; 331. Switching ramp; 332. First ramp; 333. Drive block; 34. Transmission ring; 341. Linkage groove; 342. Second ramp; 35. Tolerance spring; 36. Lead screw slide; 361. Unlocking ramp; 37. Tension spring; 41. Outer push frame; 411. Column; 412. Outer push ramp; 42. Transmission plate; 421. Transmission groove; 422. Transmission ramp; 43. Switching slider; 431. Transmission slide; 50. Gearbox; 51. Sprocket; 52. Output gear. Detailed Implementation

[0047] Specific Implementation Example 1: Please refer to Figure 1-10An anti-slip tensioning pulley for automotive transmission includes a mounting base 10 mounted on an automobile, a pressure plate 11 slidably connected to the mounting base 10, a wheel frame 12 slidably connected to the pressure plate 11, a plurality of pressure springs 13 disposed between the pressure plate 11 and the wheel frame 12 for keeping them apart, and a tensioning pulley 20 rotatably connected to the wheel frame 12 for pressing a transmission belt; the sliding directions of the pressure plate 11 and the wheel frame 12 are the same; the rotation axis direction of the tensioning pulley 20 is perpendicular to the sliding direction of the pressure plate 11.

[0048] A non-circular insert 23, capable of being driven by the tensioner 20, is slidably connected to the wheel frame 12 along the rotation axis of the tensioner 20; an adjusting screw 31, which is driven by the non-circular insert 23, is rotatably connected to the pressure plate 11; a drive ring 32, which is driven by the adjusting screw 31, is rotatably connected to the mounting base 10; the drive ring 32 is always driven by the transmission belt; the relative sliding of the pressure plate 11 and the wheel frame 12 can drive the non-circular insert 23 to slide.

[0049] A gearbox 10 is mounted on the mounting base 10; an output gear 52 is rotatably connected to the gearbox 10; a drive gear 322, which is driven by the output gear 52, is formed on the outer wall of the drive ring 32; a sprocket 51, which is driven by the output gear 52, is rotatably connected to the gearbox 10; multiple drive wheels with different functions are rotatably connected to the vehicle; a drive belt is driven by each drive wheel, and one of the drive wheels is driven by the sprocket 51 via a chain; because the load on the sprocket 51 is small, the chain will not slip.

[0050] When the pressure plate 11 and the wheel frame 12 are in a close position to each other, the non-circular insert 23 is connected to the tension wheel 20 in a transmission connection; the adjusting screw 31 and the drive ring 32 rotate at the same speed, and the tension wheel 20 will not slide relative to the mounting base 10, thus keeping the transmission belt pressed.

[0051] When the pressure plate 11 and the wheel frame 12 are located far apart from each other, the tension on the transmission belt decreases, the friction between the transmission belt and the transmission wheel decreases, and slippage will occur. The non-circular insert 23 does not contact the tensioning wheel 20, the rotation speed of the drive ring 32 is greater than the rotation speed of the adjusting screw 31, and the tensioning wheel 20 slides toward the transmission belt to further press the transmission belt and prevent slippage.

[0052] The non-circular insert 23 is rotatably connected to a sliding ring 24 for synchronously sliding the non-circular insert 23; the sliding ring 24 is slidably connected to the wheel frame 12; the adjusting screw 31 is slidably connected to a switching ring 33 that can drive the sliding ring 24 to slide away from the tensioning wheel 20; the switching ring 33 rotates synchronously with the adjusting screw 31; the adjusting screw 31 is rotatably connected to a transmission ring 34 that can drive the switching ring 33 to slide; the transmission ring 34 rotates synchronously with the driving ring 32.

[0053] The transmission ring 34 has a plurality of linkage grooves 341 formed along the circumferential direction at one end facing the drive ring 32; the drive ring 32 has a plurality of linkage columns 321 formed along the circumferential direction at one end facing the transmission ring 34, which are respectively slidably connected to the corresponding linkage grooves 341.

[0054] When the tensioning wheel 20 presses the transmission belt, the rotation speed of the adjusting screw 31 driven by the tensioning wheel 20 is the same as the rotation speed of the drive ring 32 driven by the transmission belt. That is, the rotation speed of the transmission ring 34 and the switching ring 33 is the same. The switching ring 33 is located near the extreme position of the transmission ring 34. The non-circular insert 23 is connected to the tensioning wheel 20 in a transmission connection.

[0055] When the drive belt slips, the drive belt drives the drive ring 32 to rotate at a speed greater than the tension wheel 20 drives the adjusting screw 31 to rotate. The drive ring 34 rotates relative to the switching ring 33, causing the switching ring 33 to slide to a position far away from the drive ring 34. The switching ring 33 and the drive ring 34 do not contact each other, so that the non-circular insert 23 does not contact the tension wheel 20.

[0056] The pressure plate 11 has two symmetrically arranged inward pushing slopes 111 that can drive the sliding ring 24 to slide towards the tension wheel 20; the wheel frame 12 is slidably connected to an outward pushing frame 41 that can drive the sliding ring 24 to slide away from the tension wheel 20; the pressure plate 11 has a switching slider 43 that drives the outward pushing frame 41 to slide; the outer wall of the switching ring 33 has a switching slope 331 that drives the switching slider 43 to slide.

[0057] When the pressure plate 11 and the wheel frame 12 slide toward each other, the inner push slope 111 drives the sliding ring 23 to slide, causing the non-circular insert 23 to slide toward the tension wheel 20 until it is connected to the tension wheel 20. At the same time, the sliding ring 23 drives the outer push frame 41 to slide, and the switching ring 33 slides to the limit position close to the transmission ring 34.

[0058] When the pressure plate 11 and the wheel frame 12 slide away from each other and slippage occurs, the switching ring 33 slides to the limit position away from the transmission ring 34, causing the outer push frame 41 to slide and drive the non-circular insert 23 to slide away from the tension wheel 20 until it is no longer connected to the tension wheel 20.

[0059] Two symmetrically arranged obstruction blocks 25 are slidably connected to the wheel frame 12 to prevent the sliding ring 24 from sliding. The end of the obstruction block 25 away from the tension wheel 20 is formed with an obstruction slope 251 that can abut against the sliding ring 24 and thus prevent the sliding ring 24 from sliding. The obstruction block 25 and the wheel frame 12 are provided with an obstruction spring 26 for the obstruction block 25 to slide towards the sliding ring 24. The outer wall of the sliding ring 24 is formed with two evenly arranged protruding columns 241 along the circumferential direction. The protruding columns 241 can abut against the obstruction slope 251.

[0060] When the obstructing inclined surface 251 abuts against the sliding ring 24, the non-circular insert 23 is not connected to the tension wheel 20. The tension wheel 20 continues to slide, causing the elastic deformation of the transmission belt to gradually increase, that is, the tension to gradually increase. When the tension is large enough, the sliding ring 24 overcomes the obstruction of the obstructing inclined surface 251, and the elasticity of the transmission belt causes the non-circular insert 23 to slide quickly to be connected to the tension wheel 20.

[0061] A transmission plate 42 for driving the outer push frame 41 to slide is slidably connected to the wheel frame 12; a transmission slide column 431 for driving the transmission plate 42 to slide synchronously is formed on the switching slider 43; a column 411 is formed on the outer push frame 41; a transmission inclined surface 422 for driving the column 411 to slide is formed on the transmission plate 42; the sliding direction of the outer push frame 41 is perpendicular to that of the transmission plate 42; a transmission groove 421 for slidingly connecting with the transmission slide column 431 is formed on the transmission plate 42; the sliding of the switching slider 43 causes the transmission slide column 431 to drive the transmission groove 421 to slide synchronously, that is, the transmission plate 42 slides synchronously.

[0062] A worm gear 22, which is driven by the adjusting screw 31, is rotatably connected to the wheel frame 12; a worm 21, which is driven by the worm gear 22, is rotatably connected to the wheel frame 12; a non-circular insert 23 is slidably connected to the worm 21 along the axial direction; the non-circular insert 23 and the worm 21 rotate synchronously in the circumferential direction.

[0063] The worm gear 22 has a non-circular drive shaft 221 formed at one end facing the adjusting screw 31; the drive screw 31 has a non-circular drive hole 331 formed at one end facing the worm gear 22, which is slidably connected to the non-circular drive shaft 221; the cross-section of the non-circular drive hole 331 and the non-circular drive shaft 221 are the same non-circular structure.

[0064] The switching ring 33 has a plurality of uniformly arranged first inclined surfaces 332 formed circumferentially at one end facing the transmission ring 34; the transmission ring 34 has a plurality of uniformly arranged second inclined surfaces 342 formed circumferentially at one end facing the switching ring 33, which can drive the corresponding first inclined surfaces 332 to slide.

[0065] The adjusting screw 31 has two equally spaced driven blocks 312 formed on its outer circumference; the switching ring 33 has two equally spaced driving blocks 333 formed on its inner wall; a tolerance spring 35 is provided between the driving blocks 333 and the driven blocks 312 to keep them apart; the tolerance spring 35 allows the switching ring 33 to rotate at a small angle relative to the adjusting screw 31, and the tolerance spring 35 ensures that the first inclined surface 331 does not interfere with the second inclined surface 342 during the sliding process.

[0066] The tensioning wheel 20 is formed with a non-circular insertion hole 201 along its own axis, which can be inserted into the non-circular insertion post 23; the worm gear 21 is formed with a non-circular sliding hole 211 along its own axis, which is slidably connected to the non-circular insertion post 23; the cross-sections of the non-circular insertion hole 201, the non-circular sliding hole 211, and the non-circular insertion post 23 are all non-circular structures with the same shape.

[0067] The inner wall of the drive ring 32 is slidably connected to a lead screw 36 that is slidably connected to the spiral groove on the adjusting lead screw 31; the lead screw 36 extends to the outer side of the drive ring 32; an unlocking ring 14 for driving the lead screw 36 to slide is slidably connected to the mounting base 10; a swing rod 15 that is rotatably connected to the unlocking ring 14 is rotatably connected to the mounting base 10.

[0068] A tension spring 37 is provided between the lead screw slide 36 and the drive ring 32 for sliding the lead screw slide 36 toward the adjusting lead screw 31; an unlocking ramp 361 is formed at the end of the lead screw slide 36 away from the adjusting lead screw 31; an annular ramp ring 141 is formed on the inner wall of the unlocking ring 14 for driving the unlocking ramp 361 to slide away from the adjusting lead screw 31; a locking lead screw 151 is formed on the rocker arm 15; and a threaded hole 142 is formed on the unlocking ring 14 for transmission connection with the locking lead screw 151.

[0069] When the rocker arm 15 is in the first position, the lead screw slide 36 is located in the spiral groove, and the drive ring 32 is connected to the adjusting lead screw 31 in a transmission connection.

[0070] When the rocker arm 15 is in the second position, the lead screw slide 36 is not in contact with the adjusting lead screw 31, and the tension wheel 20 can slide relative to the mounting base 10.

[0071] Under normal operating conditions, the pressure spring 13 is in a compressed state, the tension wheel 20 is pressed against the car drive belt, and the drive belt has rated tension; the non-circular insert 23 is located in the non-circular insert 201; the rocker arm 15 is in the first position, and the lead screw slide 36 is located in the spiral groove of the adjusting lead screw 31.

[0072] The movement of the transmission belt drives the tensioner 20 to rotate, which in turn drives the non-circular insertion hole 201 to rotate. The rotation of the non-circular insertion hole 201 drives the non-circular insertion post 23 to rotate. The rotation of the non-circular insertion post 23 drives the non-circular sliding hole 211 to rotate, which in turn drives the worm gear 21 to rotate. The rotation of the worm gear 21 drives the worm wheel 22 to rotate, which in turn drives the non-circular transmission shaft 221 to rotate. The rotation of the non-circular transmission shaft 221 drives the non-circular transmission hole 311 to rotate, which in turn drives the adjusting screw 31 to rotate. At the same time, a transmission wheel connected to the transmission belt is connected to the sprocket 51 via a chain. The sprocket 51 drives the output gear 52 to rotate via the gearbox 50. The rotation of the output gear 52 drives the drive gear 322 to rotate, which in turn drives the drive ring 32 to rotate. The rotation of the drive ring 32 drives the screw slide post 36 to rotate. The adjusting screw 31 and the drive ring 32 rotate at the same speed, and the switching ring 33 and the transmission ring 34 rotate at the same speed. Therefore, the adjusting screw 31 and the drive ring 32 cannot move relative to each other, that is, the tensioning wheel 20 cannot slide relative to the mounting base 10. The tensioning wheel 20 remains pressed against the transmission belt to provide sufficient tension for the transmission belt.

[0073] Over time, the drive belt will loosen due to wear and aging, causing it to slip against the drive pulley, obstructing transmission, causing engine vibration and stalling, and affecting driving safety. During the gradual loosening of the drive belt, the compression of the pressure spring 13 gradually decreases, the distance between the pressure plate 11 and the wheel frame 12 gradually increases, and the inner push-in inclined surface 111 no longer contacts the outer protruding post 241 and gradually moves away from it. When the drive pulley slips against the drive belt, the tension on the drive belt is low, resulting in less friction between the drive belt and the drive pulley. The drive pulley can no longer drive the drive belt to rotate synchronously, causing the rotation speed of the drive ring 32 to exceed the rotation speed of the adjusting screw 31. The rotation of the drive ring 32 drives the linkage column 321 to rotate, which in turn drives the linkage groove 341 to rotate, causing the drive ring 34 to rotate. The rotation speed of the drive ring 34 is higher than that of the switching ring 33, causing the second inclined surface 342 to drive the first inclined surface 332 to move, causing the switching ring 33 to slide away from the drive ring 34 until it no longer contacts it.

[0074] The sliding of the switching ring 33 causes the switching inclined surface 331 to slide, which in turn causes the switching slider 43 to slide, making the transmission slide column 431 slide. The sliding of the transmission slide column 431 causes the transmission slide groove 421 to slide, making the transmission plate 42 slide, i.e., the transmission inclined surface 422 slide. The sliding of the transmission inclined surface 422 causes the column 311 to slide, making the outer push frame 41 slide, i.e., the outer push inclined surface 412 slide. The sliding of the outer push inclined surface 412 will abut against the outer protruding column 241, thereby causing the sliding ring 24 to slide. The sliding of the sliding ring 24 causes the non-circular insert 23 to slide away from the tensioning wheel 20. When the switching ring 33 and the transmission ring 34 are not in contact, the outer protruding post 241 slides to abut against the obstructing inclined surface 251, and the obstructing spring 26 pushes the obstructing block 25 to slide, which in turn causes the obstructing inclined surface 251 to drive the outer protruding post 241 to slide. The non-circular insert 23 slides to leave the non-circular insert hole 201, and the worm gear 22 cannot drive the worm 21 to rotate, that is, the adjusting screw 31 cannot rotate.

[0075] The rotation of the drive ring 32 causes the adjusting screw 31 to slide towards the tension wheel 20, thereby causing the tension wheel 20 to press against the transmission belt. The pressure spring 13 is compressed and stored again. As the drive ring 32 rotates, the inner push-in inclined surface 111 on the pressure plate 11 will abut against the inner protrusion 241 and further squeeze the inner protrusion 241, while the obstruction surface 251 obstructs the sliding of the inner protrusion 241. The tension on the transmission belt gradually increases. When the tension increases sufficiently, the inner protrusion 241 overcomes the obstruction of the obstruction surface 251, preventing the spring 26 from compressing and storing its force. The inner protrusion 241 slides until it no longer contacts the obstruction surface 251. The pressure plate 11 and the wheel frame 12 slide relative to each other under the elastic action of the transmission belt, which in turn causes the inner push-in inclined surface 111 to drive the inner protrusion 241 to slide rapidly, causing the non-circular insertion post 23 to slide into the non-circular insertion hole 201. The adjusting screw 31 and the drive ring 32 rotate synchronously again, thereby ensuring that the drive belt can be quickly tightened further after slippage and that sufficient tension is provided to the drive belt.

[0076] During this process, the inner protruding post 241 slides, causing the outer push inclined surface 412 to slide, which in turn causes the switching slider 43 to drive the switching ring 33 to slide towards the transmission ring 34 to its original position. The tolerance spring 35 elastically deforms, allowing the switching ring 33 to rotate relative to the adjusting screw 31 within a certain angle range, thereby causing the first inclined surface 332 to abut against the second inclined surface 342 again.

[0077] When replacing the drive belt during engine maintenance, rotate the rocker arm 15 to the second position. The rotation of the rocker arm 15 causes the locking screw 151 to rotate, which in turn causes the unlocking ring 14 to slide. The sliding of the unlocking ring 14 causes the inclined ring 141 to slide, which in turn causes the unlocking inclined surface 361 to slide, thus causing the screw slide 36 to slide until it no longer contacts the adjusting screw 31. The tension spring 37 then stretches and stores force. The tension wheel 20 can slide relative to the mounting base 10, thereby loosening the drive belt for replacement. After replacing the drive belt, push the tension wheel 20 until it abuts against the drive belt, then rotate the rocker arm 15 to the first position. The tension spring 37 pulls the screw slide 36 into the spiral groove of the adjusting screw 31. When the engine starts, the tension wheel 20 is not pressed against the drive belt. The slippage of the drive belt will cause the tension wheel 20 to quickly and automatically tighten the drive belt according to the above process, reducing manual labor and facilitating the removal and installation of the drive belt. In addition, the drive belt needs to maintain a certain tension to ensure that the transmission is in the best condition. Each time the drive belt is installed or slippage occurs, the tensioner 20 can automatically return to the same tension, thus ensuring that the drive belt always has the appropriate tension without manual adjustment.

[0078] This invention features a non-circular insert 23. When the non-circular insert 23 is located within the non-circular insertion hole 201, the rotational speed of the adjusting screw 31 is equal to the rotational speed of the drive ring 32, preventing the tension wheel 20 from sliding relative to the mounting base 10. This provides tension to the transmission belt, preventing slippage. When the non-circular insert 23 is not in contact with the non-circular insertion hole 201, i.e., when the transmission belt slips, the speed of the drive ring 32 is greater than the speed of the adjusting screw 31. The tension wheel 20 slides to further tighten the transmission belt, preventing slippage and providing appropriate tension to offset the loosening caused by wear and aging. Compared to traditional methods that rely on elasticity for tightening, the transmission belt always has sufficient tension, ensuring stable transmission and enabling automatic adjustment, further extending the maintenance cycle.

[0079] This invention features a rocker arm 15. When the rocker arm 15 is in the first position, the lead screw slide 36 is located in the spiral groove of the adjusting lead screw 31. The drive ring 32 is connected to the adjusting lead screw 31. When the transmission belt slips, the drive ring 32 rotates, causing the adjusting lead screw 31 to slide, which in turn causes the tension wheel 20 to further tighten the transmission belt and prevent slippage. When the rocker arm 15 is in the second position, the lead screw slide 36 and the adjusting lead screw 31 are not in contact, and the tension wheel 20 can slide relative to the transmission belt, making it easy to replace the transmission belt. After replacement, the rocker arm 15 is rotated back to the first position, and the tension wheel 20 can automatically tighten the transmission belt and provide sufficient tension without manual adjustment.

[0080] This invention incorporates a drive ring 32. When the drive ring 32 and the adjusting screw 31 rotate at the same speed, the tensioning wheel 20 remains pressed against the transmission belt to prevent slippage. When the drive ring 32 and the adjusting screw 31 rotate at different speeds, the drive ring 32 rotates, causing the non-circular insert 23 to slide until it no longer contacts the tensioning wheel 20, preventing the adjusting screw 31 from rotating. Simultaneously, the drive ring 32 rotates, causing the adjusting screw 31 to slide, thereby pressing the tensioning wheel 20 against the transmission belt and providing appropriate tension to the transmission belt. Without adding new motion mechanisms or operating steps, both processes are completed quickly and automatically, preventing transmission belt slippage from causing more serious consequences.

[0081] When the drive belt slips, the tensioner pulley slides to further tighten the drive belt and prevent slippage. This invention can also provide appropriate tension to the drive belt after slippage, counteracting the loosening caused by wear and aging. The invention facilitates the disassembly of the drive belt, and after installing a new drive belt, it can automatically tighten and provide tension without manual adjustment, reducing manual workload. This invention uses a purely mechanical structure, reducing the use of electronic products and power motors, thereby reducing production and circuit control costs, lowering the failure rate, and extending maintenance cycles.

Claims

1. A type of anti-slip tensioner for automotive transmission, characterized in that; The system includes a mounting base (10) mounted on a vehicle, a pressure plate (11) slidably connected to the mounting base (10), a wheel frame (12) slidably connected to the pressure plate (11), a pressure spring (13) disposed between the pressure plate (11) and the wheel frame (12) to keep them apart, and a tensioning pulley (20) rotatably connected to the wheel frame (12) for pressing a transmission belt; a non-circular insert (23) slidably connected to the wheel frame (12) and capable of driving the tensioning pulley (20); an adjusting screw (31) rotatably connected to the pressure plate (11) and capable of driving the non-circular insert (23); a drive ring (32) rotatably connected to the mounting base (10) and capable of driving the adjusting screw (31); the drive ring (32) is always driven by the transmission belt; the relative sliding of the pressure plate (11) and the wheel frame (12) can drive the non-circular insert (23) to slide; When the pressure plate (11) and the wheel frame (12) are in a position close to each other, the non-circular insert (23) is connected to the tension wheel (20) in a transmission connection; the adjusting screw (31) and the drive ring (32) rotate at the same speed, and the tension wheel (20) keeps the transmission belt pressed; When the pressure plate (11) and the wheel frame (12) are located far apart from each other, the non-circular insert (23) and the tension wheel (20) are not in contact, the rotation speed of the drive ring (32) is greater than the rotation speed of the adjusting screw (31), and the tension wheel (20) slides toward the transmission belt to further tighten the transmission belt and prevent slippage.

2. The anti-slip tensioner for automotive transmission as described in claim 1, characterized in that; The outer circumference of the non-circular insert (23) is rotatably connected to a sliding ring (24) for driving the non-circular insert (23) to slide synchronously; the sliding ring (24) is slidably connected to the wheel frame (12); the outer circumference of the adjusting screw (31) is slidably connected to a switching ring (33) capable of driving the sliding ring (24) to slide away from the tension wheel (20); the switching ring (33) rotates synchronously with the adjusting screw (31); the outer circumference of the adjusting screw (31) is rotatably connected to a transmission ring (34) capable of driving the switching ring (33) to slide; the transmission ring (34) rotates synchronously with the driving ring (32). When the tensioning wheel (20) presses the transmission belt, the rotation speed of the adjusting screw (31) is the same as the rotation speed of the drive ring (32), that is, the rotation speed of the transmission ring (34) is the same as that of the switching ring (33). The switching ring (33) is located at the extreme position close to the transmission ring (34), and the non-circular insert (23) is connected to the tensioning wheel (20) in a transmission connection. When the drive belt slips, the rotation speed of the drive ring (32) is greater than the rotation speed of the adjusting screw (31). The drive ring (34) rotates relative to the switching ring (33), causing the switching ring (33) to slide to a limit position away from the drive ring (34), so that the non-circular insert (23) does not contact the tensioning wheel (20).

3. The anti-slip tensioner for automotive transmission as described in claim 2, characterized in that; The pressure plate (11) is formed with an inner push slope (111) that can drive the sliding ring (24) to slide towards the tension wheel (20); the wheel frame (12) is slidably connected with an outer push frame (41) that can drive the sliding ring (24) to slide away from the tension wheel (20); the pressure plate (11) is slidably connected with a switching slider (43) for driving the outer push frame (41) to slide; the outer wall of the switching ring (33) is formed with a switching slope (331) for driving the switching slider (43) to slide. When the pressure plate (11) and the wheel frame (12) slide toward each other, the inner push slope (111) drives the sliding ring (24) to slide, causing the non-circular insert (23) to slide toward the tension wheel (20) to be connected to the tension wheel (20) in a transmission manner. At the same time, the sliding ring (24) drives the outer push frame (41) to slide, and the switching ring (33) slides to the limit position close to the transmission ring (34). When the pressure plate (11) and the wheel frame (12) slide away from each other and slip, the switching ring (33) slides to the limit position away from the transmission ring (34), causing the outer push frame (41) to slide and drive the non-circular insert (23) to slide away from the tension wheel (20) until it is no longer connected to the tension wheel (20).

4. The anti-slip tensioner for automotive transmission as described in claim 3, characterized in that; The wheel frame (12) is slidably connected to an obstruction block (25) that can prevent the sliding ring (24) from sliding; the end of the obstruction block (25) away from the tension wheel (20) is formed with an obstruction slope (251) that can abut against the sliding ring (24) and thus prevent the sliding ring (24) from sliding; the obstruction block (25) and the wheel frame (12) are provided with an obstruction spring (26) for making the obstruction block (25) slide towards the sliding ring (24); When the obstructing ramp (251) abuts against the sliding ring (24), the non-circular insert (23) is not connected to the tension wheel (20) in transmission. The tension wheel (20) continues to slide, causing the elastic deformation of the transmission belt to gradually increase, that is, the tension gradually increases. When the tension is large enough, the sliding ring (24) overcomes the obstruction of the obstructing ramp (251), and the elasticity of the transmission belt causes the non-circular insert (23) to slide quickly to be connected to the tension wheel (20) in transmission.

5. The anti-slip tensioner for automotive transmission as described in claim 3, characterized in that; The wheel frame (12) is slidably connected to a transmission plate (42) for driving the outer push frame (41) to slide; the switching slider (43) is formed with a transmission slide column (431) that is slidably connected to the transmission plate (42) for driving the transmission plate (42) to slide synchronously.

6. The anti-slip tensioner for automotive transmission as described in claim 2, characterized in that; The wheel frame (12) is rotatably connected to a worm gear (22) that is driven by the adjusting screw (31); the wheel frame (12) is rotatably connected to a worm (21) that is driven by the worm gear (22); the non-circular insert (23) is slidably connected to the worm (21) along the axial direction; the non-circular insert (23) and the worm (21) rotate synchronously in the circumferential direction.

7. The anti-slip tensioner for automotive transmission as described in claim 2, characterized in that; The switching ring (33) has a plurality of uniformly arranged first inclined surfaces (332) formed circumferentially at one end facing the transmission ring (34); the transmission ring (34) has a plurality of uniformly arranged second inclined surfaces (342) formed circumferentially at one end facing the switching ring (33) that can drive the corresponding first inclined surfaces (332) to slide.

8. The anti-slip tensioner for automotive transmission as described in claim 7, characterized in that; The adjusting screw (31) has two equally spaced driven blocks (312) formed on its outer periphery along the circumferential direction; the inner wall of the switching ring (33) has two equally spaced driving blocks (333) formed on its inner wall along the circumferential direction; a tolerance spring (35) is provided between the driving block (333) and the driven block (312) to keep them apart.

9. The anti-slip tensioner for automotive transmission as described in claim 6, characterized in that; The tensioning wheel (20) is formed with a non-circular insertion hole (201) along its own axis direction, which can be inserted into the non-circular insertion post (23); the worm (21) is formed with a non-circular sliding hole (211) along its own axis direction, which is slidably connected to the non-circular insertion post (23); the cross-sections of the non-circular insertion hole (201), the non-circular sliding hole (211), and the non-circular insertion post (23) are non-circular structures with the same shape.

10. The anti-slip tensioner for automotive transmission as described in claim 1, characterized in that; The inner wall of the drive ring (32) is slidably connected to a screw slide column (36) that can be slidably connected to the spiral groove on the adjusting screw (31); the mounting base (10) is slidably connected to an unlocking ring (14) for driving the screw slide column (36) to slide; the mounting base (10) is rotatably connected to a swing rod (15) that is drivenly connected to the unlocking ring (14). When the rocker arm (15) is in the first position, the lead screw slide (36) is located in the spiral groove, and the drive ring (32) is connected to the adjusting lead screw (31) in a transmission connection. When the rocker arm (15) is in the second position, the lead screw slide (36) is not in contact with the adjusting lead screw (31), and the tension wheel (20) can slide relative to the mounting base (10).

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