A clutch arrangement

Abstract

This invention discloses a clutch arrangement structure, relating to the field of transmission technology, including a primary clutch assembly and a secondary clutch assembly connected by a transmission belt. The primary clutch assembly includes a primary clutch shift plate, and the secondary clutch assembly includes a secondary clutch shift plate. The secondary clutch shift plate is located on the side of the transmission belt near the side cover, and the primary clutch shift plate is located on the other side of the transmission belt. This invention shortens the power transmission path and integrates the structure. It simplifies the structure, reduces the failure rate and assembly complexity, and reduces malfunctions such as slippage and abnormal noise caused by component wear.

Description

Technical Field

[0001] This invention relates to the field of transmission technology, and more specifically to a clutch arrangement structure. Background Technology

[0002] In traditional clutch designs, the commonly used cantilever mechanism is prone to vibration during operation, affecting the clutch's smoothness and transmission accuracy. Simultaneously, due to its structural characteristics, the uneven distribution of bearing load leads to accelerated bearing wear, shortening its service life and increasing maintenance costs and replacement frequency. Furthermore, traditional clutches often require multiple sets of transmission plates and release levers, among other intermediate components. This makes the assembly process extremely complex, demanding very high assembly precision; improper assembly can easily lead to malfunctions. Moreover, these intermediate components wear out quickly over long-term use, causing clutch slippage, abnormal noises, and other problems, severely impacting vehicle performance and driving experience, and reducing the clutch's reliability and durability.

[0003] Chinese Patent Publication No. CN101029661A, Publication Date: September 5, 2007, discloses a Chinese patent entitled "Clutch Separation Mechanism," which includes a fixed cam component supported by a support shaft; an anti-rotation device disposed between the fixed cam component and the crankcase to prevent the fixed cam component from rotating around the support shaft; and a movable cam component facing the fixed cam component and rotatably mounted coaxially with the support shaft. The anti-rotation device comprises an anti-rotation shaft and an anti-rotation hole. The anti-rotation shaft is configured such that a portion of it is bent parallel to the support shaft and integrally formed on a cantilever extending radially outward from the fixed cam component. The anti-rotation hole is formed on the inner side of the crankcase and fits into the anti-rotation shaft. This clutch structure is relatively complex and difficult to assemble. Summary of the Invention

[0004] This invention provides a clutch arrangement structure that shortens the power transmission path and integrates the structure by placing the primary and secondary clutch transmission discs on both sides of the transmission belt.

[0005] A further objective of this invention is to simplify the structure, reduce the failure rate and assembly complexity, and reduce malfunctions such as slippage and abnormal noise caused by wear of parts.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a clutch arrangement structure, including a primary clutch assembly and a secondary clutch assembly, with a transmission belt connecting the two; the primary clutch assembly includes a primary clutch shift plate, and the secondary clutch assembly includes a secondary clutch shift plate; the secondary clutch shift plate is disposed on the side of the transmission belt near the side cover, and the primary clutch shift plate is disposed on the other side of the transmission belt.

[0007] Preferably, the primary clutch assembly further includes a primary clutch fixed plate and a crankshaft. The primary clutch transmission plate and the primary clutch fixed plate are sleeved on the crankshaft, and a one-way bearing connects them. The crankshaft is sleeved inside a first fixed shaft. At idle speed, the drive belt is pressed against the one-way bearing, and the drive belt remains stationary. The upper and lower surfaces of the drive belt are inclined surfaces, with the inclination angles being the same as those of the transmission plate and the fixed plate, respectively. Both the transmission plate and the fixed plate have openings facing outwards. The one-way bearing includes deep groove ball bearings located at the upper and lower ends of the inner side of the one-way bearing, supporting the rotation of the entire one-way bearing. The deep groove ball bearings are located on the outer periphery of the first fixed shaft, and a one-way ratchet is provided between the deep groove ball bearings at the upper and lower ends. The one-way ratchet allows the entire one-way bearing to rotate only in one direction. A retaining ring is provided above the one-way ratchet, which fixes the one-way ratchet inside the one-way bearing, preventing it from disengaging.

[0008] Preferably, the primary clutch transmission plate has an upward-facing opening, and a limit plate is provided on the side of the opening. Several plenum beads are provided between the limit plate and the primary clutch transmission plate. Several fan blades are provided on the back of the primary clutch mounting plate, which can drive airflow to cool the clutch and the transmission belt. The bottom end of the primary clutch mounting plate is provided with a primary clutch fixing bolt, and a shim is provided between the primary clutch fixing bolt and the first fixed shaft to increase the contact area of ​​the locking bolt flange surface and ensure that the bolt does not loosen.

[0009] Preferably, the upper surface of the primary clutch gearbox is provided with a mounting seat, and the plenum balls are movably engaged within the mounting seat, with their upper surface abutting against the lower surface of the limiting plate. The plenum balls are teardrop-shaped. As the engine speed increases, the plenum balls move outward along the space between the mounting seats, pushing the gearbox to produce a gear shifting effect. The top of the limiting plate is a horizontal plate, fitted against the mounting cylinder. A ramp extends below the horizontal plate, inclined downwards, with the angle of the ramp controlling the thrust of the plenum balls on the gearbox.

[0010] Preferably, the primary clutch transmission disc has a mounting cylinder on the outer circumferential side of the crankshaft. The mounting cylinder contains a mounting cavity, and a first elastic element is housed within the mounting cavity. A first fixed seat is located at the open end of the mounting cavity, and the bottom end of the first elastic element is fixed to the first fixed seat. The first fixed seat supports the first elastic element and also prevents wear on other parts when the first elastic element is compressed. The mounting cylinder is formed by extending upwards from the bottom end of the primary clutch transmission disc near the inner side of the crankshaft on the outer circumferential side. The bottom end of the mounting cylinder is open, and the top end of the first elastic element is fixed to the inner side of the top end of the mounting cylinder, i.e., the top end of the mounting cavity. A second bushing is provided on the inner wall of the mounting cylinder. Both the first and second bushings are self-lubricating bushings, allowing the front primary clutch moving disc to move smoothly, and the material has a self-lubricating effect. The length of the second bushing is greater than that of the first bushing.

[0011] Preferably, the transmission belt is positioned close to the one-way bearing, and an idle clearance is provided between the transmission belt and both the primary clutch shift plate and the primary clutch fixed plate, so that the transmission belt does not contact the plate surface at idle. A first bushing is provided between the inner side of the top of the primary clutch shift plate and the first fixed shaft. An extension cylinder extends downward from the inner side of the top of the mounting cylinder, and the extension cylinder is coaxially arranged with the mounting cylinder. The bottom end of the extension cylinder bends inward and abuts against the bottom end of the first bushing, and a first bushing is provided between it and the first fixed shaft. A primary clutch assembly locking nut is fixed to the outer side of the top of the first fixed shaft, making the primary clutch a whole, which is convenient for maintenance. A crankshaft bearing is provided on the outer side of the crankshaft above the primary clutch moving plate to support the rotation of the crankshaft.

[0012] Preferably, the secondary clutch assembly further includes a secondary clutch fixed disc and a second fixed shaft. The secondary clutch transmission disc and the secondary clutch fixed disc are sleeved on the second fixed shaft, and one end of the transmission belt is positioned between the secondary clutch transmission disc and the secondary clutch fixed disc. The secondary clutch transmission disc is located below the secondary clutch fixed disc. This design fully utilizes the shaft section, reducing the cantilever and axial width. The secondary clutch assembly has no centrifugal structure and engages / disengages through the clamping force of the disc surfaces. A secondary clutch fixing bolt is provided at the bottom of the secondary clutch assembly, and a spacer is provided between the secondary clutch fixing bolt and the second fixed shaft.

[0013] Preferably, the gearbox input shaft is fitted inside the second fixed shaft, and a bushing is provided between the gearbox input shaft and the top end of the second fixed shaft. A second fixed seat is provided at the bottom end of the second fixed shaft, and a second elastic element is provided within the opening at the top end of the second fixed seat. The bushing is pressed against the second fixed shaft. A stepped mounting seat is provided at the top end of the inner side of the second fixed shaft for mounting the fixed bushing. Adjusting washers are provided on the outer circumference of the gearbox input shaft at the upper surfaces of the bushing and the second fixed shaft. Due to tolerances in the parts, the clutch installation position is different after assembly for each engine. By replacing the adjusting washers, the relative position of the primary and secondary clutches can be kept within a specified range.

[0014] Preferably, a transmission disc fixing shaft is fitted over the second fixed shaft, and the secondary clutch transmission disc is fixed on the transmission disc fixing shaft. A third fixing seat is provided on the outer periphery of the bottom outer side of the transmission disc fixing shaft. The second fixed shaft is the central axis of the secondary clutch assembly, and almost all parts of the secondary clutch are mounted on the second fixed shaft. The transmission disc fixing shaft supports the axial movement of the secondary clutch transmission disc on the second fixed shaft. The transmission disc fixing shaft has a sliding groove, and the clutch transmission characteristics can be adjusted by adjusting the profile of the sliding groove.

[0015] Preferably, the gearbox fixing shaft has a groove, oil seals at both ends, and a third fixing seat with an open bottom for fixing the top of the second elastic element. The oil seals seal the oil to prevent grease from leaking out. The top of the second elastic element is fixed to the open bottom of the third fixing seat. The top and bottom of the second elastic element are fixed to the third fixing seat, which not only supports the second spring but also prevents wear on other parts when the second spring is compressed. The inner wall of the third fixing seat is longer than the outer wall, which can seal the groove of the gearbox fixing shaft to prevent grease from leaking out.

[0016] Beneficial effects: By placing the primary and secondary clutch transmission discs on opposite sides of the transmission belt, this invention significantly shortens the power transmission path, reduces energy loss, and improves transmission efficiency. The highly integrated layout significantly improves the clutch's compactness, saves space, and facilitates installation and maintenance. It simplifies the clutch's structural design, reduces complex intermediate components, lowers assembly complexity, and effectively reduces slippage, abnormal noise, and other malfunctions caused by improper assembly or component wear, thus improving the clutch's reliability and durability. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention.

[0018] Figure 2 for Figure 1 Enlarged view of point A.

[0019] Figure 3 for Figure 1 Enlarged view at point B.

[0020] Figure 4 for Figure 1 Enlarged view at point C.

[0021] Reference numerals: 1: Primary clutch mounting plate; 2: Primary clutch transmission plate; 3: Primary clutch mounting bolt; 4: Limiting plate; 5: Variable ball; 6: Mounting seat; 7: Mounting cylinder; 8: Mounting cavity; 9: First elastic element; 10: First fixed seat; 11: One-way bearing; 12: Drive belt; 13: Fan blade; 14: Secondary clutch mounting plate; 15: Secondary clutch transmission plate; 16: Secondary clutch mounting bolt; 17: Gearbox input shaft; 8: Second elastic element; 19: Second fixed seat; 20: Third fixed seat; 21: Crankshaft; 22: Crankshaft bearing; 23: First bushing; 24: Second bushing; 25: Locking nut; 26: Deep groove ball bearing; 27: Retaining ring; 28: One-way ratchet; 29: First fixed shaft; 30: Second fixed shaft; 31: Bushing; 32: Adjusting washer; 33: Gearbox fixed shaft; 34: Oil seal; 35: Idle clearance; 36: Extension cylinder; 37: Side cover. Detailed Implementation

[0022] This invention provides a clutch arrangement structure, with the core design goal of addressing the technical pain points of traditional clutch cantilever structures, such as easy vibration during operation, uneven bearing load distribution, complex assembly, and frequent wear and failure due to numerous intermediate components. By innovatively adopting a layout where the primary and secondary clutch transmission discs 15 are separately positioned on both sides of the transmission belt 12, the power transmission path is significantly shortened and the structure is integrated. This simplifies the overall structural design, reduces assembly complexity and failure rate, minimizes slippage and abnormal noise, and improves the clutch's smoothness, transmission accuracy, reliability, and durability. It is suitable for various power machinery applications requiring clutch transmission, especially for transmission systems of small and medium displacement engines.

[0023] like Figure 1 As shown, the clutch arrangement structure of this invention uses a primary clutch assembly, a secondary clutch assembly, and a transmission belt 12 as the core transmission units. Through scientific layout design and precise component matching, a highly efficient and stable power transmission system is constructed. Specifically, the primary clutch assembly and the secondary clutch assembly are arranged on opposite sides of the transmission belt 12. The secondary clutch shift plate 15 is located on the side of the transmission belt 12 closest to the side cover 37, while the primary clutch shift plate 2 is located on the other side of the transmission belt 12, and is positioned on the crankshaft 21 side. This symmetrical, separate layout is a key design feature for shortening the power transmission path. Traditional clutches often use a series layout, requiring power to be transferred through multiple intermediate components, resulting in a long path, significant energy loss, and a tendency for transmission accuracy to decrease due to accumulated component errors. In contrast, the separate layout of this invention allows power output from the primary clutch assembly to be directly transmitted to the secondary clutch assembly via the transmission belt 12, significantly shortening the power transmission path, reducing energy loss in intermediate stages, and improving transmission efficiency. At the same time, this layout makes the entire clutch structure more compact, saves installation space, and leaves more space for the arrangement of other components inside the power machinery, which facilitates the integrated design, installation and maintenance of the whole machine.

[0024] like Figure 1 and Figure 2As shown, the primary clutch assembly, in addition to the core primary clutch transmission disc 2, also includes a primary clutch fixed disc 1. These two discs form a double-disc structure for coordinated transmission and are jointly mounted on the crankshaft 21, providing basic support for power input and gear shifting. A one-way bearing 11 connects the primary clutch transmission disc 2 and the primary clutch fixed disc 1. This one-way bearing 11 is the core component for achieving unidirectional power transmission and stable idling. The crankshaft 21 is mounted within a first fixed shaft 29, which provides stable support and positioning for the crankshaft 21, ensuring coaxiality during high-speed rotation and reducing vibration. During idling, the drive belt 12 is tightly pressed against the one-way bearing 11. The one-way locking characteristic of the one-way bearing 11 keeps the drive belt 12 stationary, avoiding the ineffective wear caused by the drive belt 12 spinning freely with the crankshaft 21 during idling, as is common in traditional clutches. This not only reduces component wear but also decreases idling energy consumption and improves fuel economy.

[0025] like Figure 1 As shown, to ensure the stability and efficiency of power transmission, both the upper and lower surfaces of the transmission belt 12 are designed as inclined surfaces, and the inclination angles are precisely matched with the inclination angles of the primary clutch transmission disc 2 and the primary clutch fixed disc 1, respectively. This angle-matching design allows the transmission belt 12 to form a tight contact with the transmission disc and the fixed disc, increasing the transmission contact area, effectively reducing the risk of slippage during power transmission, and improving transmission efficiency and accuracy. Meanwhile, both the primary clutch transmission disc 2 and the primary clutch fixed disc 1 adopt an outward-facing opening design. This opening layout facilitates the installation and maintenance of internal components, while also providing ample space for the assembly and operation of the transmission belt 12, avoiding interference between components and ensuring smooth transmission.

[0026] like Figure 1 and Figure 3As shown, the internal structure of the one-way bearing 11 has been precisely optimized. Deep groove ball bearings 26 are installed at both the upper and lower ends of its inner side. These deep groove ball bearings 26 are fitted onto the outer periphery of the first fixed shaft 29, providing stable support for the rotation of the entire one-way bearing 11. The deep groove ball bearings 26 possess excellent radial load-bearing capacity and high-speed rotation performance, enabling them to evenly distribute the radial load of the one-way bearing 11, avoiding increased wear caused by localized load concentration, and extending the service life of the one-way bearing 11. The smooth rotation characteristics of the deep groove ball bearings 26 also reduce the frictional resistance during operation of the one-way bearing 11, improving the smoothness of power transmission. A one-way ratchet 28 is provided between the upper and lower deep groove ball bearings 26. The structural design of the one-way ratchet 28 ensures that the entire one-way bearing 11 can only rotate in one direction, thereby achieving unidirectional power transmission, preventing reverse forces from impacting the engine, and ensuring the stability and safety of power transmission. To prevent the one-way ratchet 28 from disengaging during high-speed rotation, a retaining ring 27 is provided above the one-way ratchet 28. The retaining ring 27 is precisely assembled and fixed to firmly restrict the one-way ratchet 28 in the set position, ensuring the stability and reliability of the one-way bearing 11 structure and avoiding clutch failure caused by ratchet disengagement.

[0027] like Figure 1 As shown, the primary clutch transmission disc 2 has an upward-facing opening. A limit plate 4 is fixedly installed on its opening side. A plurality of jacks 5 are evenly distributed between the limit plate 4 and the primary clutch transmission disc 2. In this embodiment, two jacks are preferably arranged symmetrically on both sides of the outer periphery of the mounting cylinder 7. In other embodiments, four, six, or eight jacks can be used, evenly distributed on the outer periphery of the mounting cylinder 7. The jacks 5, the limit plate 4, and the transmission disc together constitute a speed-sensing transmission mechanism. When the engine speed increases, the jacks 5 move outward along the mounting base 6 under the action of centrifugal force. During this movement, they generate a lateral thrust on the primary clutch transmission disc 2, pushing the transmission disc to move axially, thereby changing the distance between the transmission disc and the fixed disc, achieving the transmission effect. This centrifugal force-based transmission method eliminates the need for complex intermediate transmission components and control mechanisms, simplifying the transmission structure, reducing the failure rate, and providing rapid transmission response. It can accurately adapt to changes in engine speed, improving the smoothness of power transmission and the driving experience.

[0028] like Figure 1 and Figure 2As shown, the structural design of the limiting plate 4 fully considers the precise control of the thrust of the variator beads 5. Its top is a horizontal plate, which fits tightly against the mounting cylinder 7 of the primary clutch transmission disc 2, achieving precise positioning and fixation of the limiting plate 4. Below the horizontal plate extends a ramp plate, which is inclined downwards. The angle of the ramp plate allows for precise control of the magnitude and direction of the thrust of the variator beads 5 onto the transmission disc. When the variator beads 5 move outwards along the ramp plate, the ramp surface guides and limits their movement, ensuring that the thrust of the variator beads 5 is transmitted evenly and stably to the transmission disc, preventing tilting or jamming of the transmission disc due to uneven thrust, and ensuring a smooth and controllable shifting process.

[0029] like Figure 1 As shown, several fan blades 13 are evenly arranged on the back of the primary clutch mounting plate 1. The fan blades 13 are integrated with the mounting plate. When the mounting plate rotates synchronously with the crankshaft 21, the fan blades 13 drive the surrounding air to form an airflow. The airflow can directly act on the clutch body and the transmission belt 12 to achieve active heat dissipation. The clutch generates a lot of heat during high-speed operation. If the heat cannot be dissipated in time, it will cause the temperature of the parts to rise, the performance to decline, and even cause failures such as burning and adhesion. The cooling airflow generated by the fan blades 13 can effectively reduce the working temperature of the clutch and the transmission belt 12, ensure the stability of the parts performance, and extend the service life. The bottom end of the primary clutch mounting plate 1 is provided with a primary clutch fixing bolt 3, which is used to firmly fix the mounting plate to the first fixed shaft 29. In order to improve the reliability of the fixation, a shim is provided between the primary clutch fixing bolt 3 and the first fixed shaft 29. The shim can increase the contact area of ​​the locking bolt flange surface, so that the locking pressure is evenly distributed, effectively preventing the bolt from loosening under the condition of high-speed vibration of the clutch, ensuring the stability of the overall structure of the primary clutch assembly, and avoiding transmission failure caused by bolt loosening.

[0030] like Figure 1 As shown, the primary clutch transmission disc 2 has an integrally formed mounting cylinder 7 on the outer circumferential side of the crankshaft 21. The mounting cylinder 7 is formed by extending upwards from the bottom end of the primary clutch transmission disc 2 near the inner side of the crankshaft 21 on the outer circumferential side of the crankshaft 21. The bottom end of the mounting cylinder 7 is open, and a first fixing seat 10 is provided at the open end, forming a closed mounting cavity 8 inside. A first elastic element 9 is installed inside the mounting cavity 8. The first fixing seat 10 is fixedly provided at the open end of the mounting cavity 8. The bottom end of the first elastic element 9 is fixed to the first fixing seat 10, and the top end is fixed to the inner side of the top end of the mounting cylinder 7, i.e., the top end of the mounting cavity 8, forming a stable elastic support structure. The first fixing seat 10 not only provides a stable support foundation for the first elastic element 9, ensuring that the elastic element can stably expand and contract along the axial direction, but also effectively isolates the first elastic element 9 from other parts, preventing friction and wear between the elastic element and surrounding parts during compression and rebound, thus extending the service life of the elastic element and related parts.

[0031] like Figure 2 As shown, a second bushing 24 is provided on the inner wall of the mounting cylinder 7, and a first bushing 23 is provided between the inner side of the top of the primary clutch transmission disc 2 and the first fixed shaft 29. Both bushings are self-lubricating bushings. Self-lubricating bushings have excellent self-lubricating properties, eliminating the need for additional lubricant and ensuring smooth movement of the primary clutch transmission disc 2, significantly reducing maintenance costs. Simultaneously, the low coefficient of friction of the self-lubricating bushings reduces frictional resistance between the moving disc and the mounting cylinder 7 and the first fixed shaft 29, reducing energy loss and improving transmission efficiency. To further enhance guiding stability, the length of the second bushing 24 is designed to be greater than the length of the first bushing 23. The longer second bushing 24 provides a longer guiding stroke for the axial movement of the moving disc, preventing tilting or offset during movement, ensuring parallelism between the transmission disc and the fixed disc, guaranteeing uniform contact between the transmission belt 12 and the two discs, and reducing the risk of localized wear and slippage.

[0032] like Figure 1 As shown, the transmission belt 12 is positioned close to the one-way bearing 11. A clearance 35 is provided between the transmission belt 12 and the primary clutch shift plate 2 and the primary clutch fixed plate 1. Precise control of this clearance is crucial for achieving stable idling and reduced wear. During idling, due to the clearance, the transmission belt 12 does not contact the surfaces of the shift plate or fixed plate, completely avoiding the ineffective friction caused by the transmission belt 12 spinning freely on the plate surface during idling in a traditional clutch. This significantly reduces wear on the transmission belt 12 and the plate surface, extends the service life of parts, reduces energy consumption during idling, and improves fuel economy. When the engine speed increases, the plenum 5 pushes the shift plate, reducing the distance between the shift plate and the fixed plate, gradually eliminating the clearance. The transmission belt 12 is firmly clamped between the two plates, ensuring tight and reliable power transmission, achieving precise switching between "frictionless idling and strong working contact."

[0033] like Figure 1 and Figure 2As shown, a first bushing 23 is fitted between the inner top of the primary clutch transmission disc 2 and the first fixed shaft 29. Simultaneously, an extension cylinder 36 extends downward from the inner top of the mounting cylinder 7, coaxially with the mounting cylinder 7. The bottom end of the extension cylinder 36 bends inward, and the bent portion tightly abuts against the bottom end of the first bushing 23, thus providing axial restraint for the first bushing 23. The first bushing 23 is fitted between the extension cylinder 36 and the first fixed shaft 29. The layout of the first bushing 23, combined with the restraining effect of the extension cylinder 36, further improves the fitting accuracy between the primary clutch transmission disc 2 and the first fixed shaft 29. The first bushing 23 is made of a self-lubricating material, ensuring smooth axial movement of the transmission disc along the first fixed shaft 29, reducing frictional resistance and energy loss, while also avoiding direct contact wear between metal parts, extending the service life of the shaft components. The design of the extension cylinder 36 not only strengthens the fixing stability of the first bushing 23, but also enhances the structural strength of the mounting cylinder 7, preventing the mounting cylinder 7 from deforming during the movement of the gearbox and ensuring the precision and smoothness of the gear shifting process.

[0034] A primary clutch assembly locking nut 25 is fixedly installed on the outer side of the top end of the first fixed shaft 29. This locking nut 25 firmly integrates the primary clutch's transmission plate, fixed plate, one-way bearing 11, bushing, and other components into one unit. This integrated design greatly simplifies the assembly process, allowing for the overall disassembly and assembly of the primary clutch assembly without the need for disassembly and assembly of individual components, thus reducing assembly difficulty and labor intensity. At the same time, the modular structure facilitates later maintenance. When maintenance is required, the entire primary clutch assembly can be removed, and after maintenance, it can be reassembled as a whole, improving maintenance efficiency. A crankshaft bearing 22 is mounted on the outer side of the crankshaft 21 above the primary clutch moving plate (transmission plate). This bearing provides stable support for the high-speed rotation of the crankshaft 21, ensuring the coaxiality of the crankshaft 21 during rotation, effectively reducing crankshaft 21 vibration, and preventing vibration from being transmitted to the clutch assembly and affecting transmission accuracy, further improving the smoothness of the entire transmission system.

[0035] like Figure 1As shown, the secondary clutch assembly, in addition to the core secondary clutch transmission disc 15, also includes a secondary clutch fixed disc 14. Both are mounted on the second fixed shaft 30. One end of the transmission belt 12 is clamped between the secondary clutch transmission disc 15 and the secondary clutch fixed disc 14, forming a power receiving unit. The secondary clutch transmission disc 15 is positioned below the secondary clutch fixed disc 14. This layout fully utilizes the shaft space of the second fixed shaft 30, making the structure of the secondary clutch assembly more compact and significantly reducing the cantilever length and axial width. Traditional clutches with excessively long cantilever arms tend to experience increased operating vibration, affecting transmission smoothness. This design effectively reduces vibration during operation and improves the transmission accuracy and stability of the secondary clutch. The reduced axial width provides more space for the arrangement of other internal components, facilitating the overall integration and optimization of the machine.

[0036] The secondary clutch assembly abandons the complex centrifugal structure of traditional clutches, employing disc clamping force to achieve clutch engagement. This significantly simplifies the structure, reduces the number of centrifugal parts, and lowers assembly complexity and failure rate. The disc clamping force clutch method provides a more direct power transmission path, reducing energy loss in intermediate stages. It also avoids wear and loosening issues that occur with centrifugal parts after long-term use, effectively reducing slippage, abnormal noise, and other malfunctions, thus improving the reliability and durability of the secondary clutch. The bottom of the secondary clutch assembly is equipped with a secondary clutch fixing bolt 16 for firmly fixing the secondary clutch assembly to the second fixed shaft 30. Similar to the primary clutch, a shim is also provided between the secondary clutch fixing bolt 16 and the second fixed shaft 30. This shim increases the contact area of ​​the bolt flange surface, evenly distributing the locking pressure and preventing the bolt from loosening under high-speed vibration conditions, ensuring the overall stability of the secondary clutch assembly structure.

[0037] like Figure 1 As shown, the gearbox input shaft 17 is internally housed within the second fixed shaft 30, achieving precise engagement between the clutch and the gearbox. After power is transmitted via the secondary clutch assembly, it can be directly input into the gearbox through the gearbox input shaft 17, further shortening the power transmission path. A bushing 31 is fitted between the gearbox input shaft 17 and the top of the second fixed shaft 30. This bushing 31 is pressed tightly onto the second fixed shaft 30. The top inner side of the second fixed shaft 30 has a stepped mounting seat, which provides a precise installation positioning reference for the bushing 31, ensuring that the bushing 31 is securely installed and coaxial with the second fixed shaft 30. This, in turn, ensures the coaxiality of the gearbox input shaft 17 and the second fixed shaft 30, preventing vibration and wear caused by shaft eccentricity during power transmission.

[0038] like Figure 1As shown, an adjusting washer 32 is provided on the outer periphery of the gearbox input shaft 17 at the upper surface of the bushing 31 and the second fixed shaft 30. Due to the unavoidable tolerances in the machining and assembly of parts, the actual installation position of the clutch after assembly will vary for each engine. If no adjustment is made, it can easily lead to a deviation in the relative position of the primary and secondary clutches, affecting the tension and transmission accuracy of the transmission belt 12. By changing the adjusting washer 32 to different thicknesses, these tolerance deviations can be precisely compensated, ensuring that the relative position of the primary and secondary clutches is always kept within the specified range. This ensures that the tension of the transmission belt 12 is moderate, avoiding slippage due to excessive looseness and increased wear due to excessive tightness. This improves the adaptability and assembly qualification rate of the device and reduces the risk of failure due to the accumulation of tolerances.

[0039] like Figure 1 As shown, a gearbox fixing shaft 33 is sleeved on the outside of the second fixed shaft 30. The secondary clutch gearbox 15 is fixedly mounted on the gearbox fixing shaft 33, and a third fixing seat 20 is provided on the outer periphery of the bottom outer side of the gearbox fixing shaft 33. The second fixed shaft 30 serves as the central core of the secondary clutch assembly, and almost all parts of the secondary clutch are integrated and mounted on it. This highly integrated design makes the secondary clutch structure more compact, reduces the number of connection points, lowers the risk of loosening and wear, and improves the overall structural stability. The gearbox fixing shaft 33 provides precise support and guidance for the secondary clutch gearbox 15, ensuring that the gearbox can move smoothly along the axial direction of the second fixed shaft 30, guaranteeing precise and controllable clutch engagement and disengagement. The gearbox fixing shaft 33 has a sliding groove. By adjusting the profile design of the sliding groove, the gear shifting characteristics of the secondary clutch can be flexibly adjusted, allowing the clutch to adapt to different power output requirements and operating conditions, thus improving the versatility and adaptability of the device.

[0040] like Figure 1 and Figure 4 As shown, to ensure lubrication within the groove, oil seals 34 are fitted at both ends of the gearbox fixing shaft 33. The core function of the oil seals 34 is to seal the oil and prevent grease from flowing out of the groove. Stable grease retention ensures good lubrication between the rolling components and the groove, reduces friction and wear, improves the smoothness of gearbox movement, and extends the service life of parts. If grease is lost, it can lead to dry friction of components, causing accelerated wear, jamming, and other malfunctions. The third fixing seat 20 has an opening at its bottom end and is fixed to the top end of the second elastic element 18. The top and bottom ends of the second elastic element 18 are respectively fixed to the third fixing seat 20 and the second fixing seat 19, forming a stable elastic support structure. The second fixing seat 19 not only provides a stable support base for the second elastic element 18 but also effectively isolates the second elastic element 18 from other parts, preventing friction and wear between the second elastic element 18 and surrounding parts during compression and rebound, ensuring the stable working state of the elastic element. In this embodiment, both the first elastic element 9 and the second elastic element 18 are springs.

[0041] like Figure 1 As shown, the third fixed seat 20 adopts a structure where the inner wall is longer than the outer wall. The longer inner wall can form a wrap-around seal on the slide groove of the gearbox fixing shaft 33, further enhancing the sealing effect, preventing the grease in the slide groove from flowing out, and at the same time preventing external dust and impurities from entering the slide groove, contaminating the grease or hindering the movement of rolling parts, thus improving the operational reliability of the device. This double-sealing protection design ensures the stability of the lubrication environment in the slide groove, reduces failures caused by lubrication failure, and lowers maintenance frequency and costs.

Claims

1. A clutch arrangement structure, characterized in that, It includes a primary clutch assembly and a secondary clutch assembly, which are connected by a drive belt; The primary clutch assembly includes a primary clutch transmission disc, and the secondary clutch assembly includes a secondary clutch transmission disc. The secondary clutch gearbox is located on the side of the transmission belt near the side cover, while the primary clutch gearbox is located on the other side of the transmission belt.

2. The clutch arrangement structure according to claim 1, characterized in that, The primary clutch assembly also includes a primary clutch fixed plate and a crankshaft. The primary clutch shift plate and the primary clutch fixed plate are sleeved on the crankshaft, and a one-way bearing connects the two. The crankshaft is sleeved in the first fixed shaft.

3. A clutch arrangement structure according to claim 1 or 2, characterized in that, The primary clutch gearbox has an upward-facing opening, a limit plate is provided on the side of the opening, and several plenum beads are provided between the limit plate and the primary clutch gearbox.

4. A clutch arrangement structure according to claim 3, characterized in that, The primary clutch transmission plate has a mounting seat on its upper surface. The plenum beads are movable and locked in the mounting seat, with the upper surface and the lower surface of the limit plate in contact. The plenum beads are teardrop-shaped.

5. A clutch arrangement structure according to claim 1, characterized in that, The primary clutch transmission plate has a mounting cylinder on the outer circumferential side of the crankshaft, a mounting cavity is provided inside the mounting cylinder, a first elastic element is provided inside the mounting cavity, a first fixed seat is provided at the opening end of the mounting cavity, and the bottom end of the first elastic element is fixed on the first fixed seat.

6. A clutch arrangement structure according to claim 2, characterized in that, The transmission belt is set close to the one-way bearing, and there is an idle speed clearance between the transmission belt and the primary clutch shift plate and the primary clutch fixed plate respectively. A first bushing is provided between the inner side of the top of the primary clutch shift plate and the first fixed shaft.

7. A clutch arrangement structure according to claim 1, characterized in that, The secondary clutch assembly also includes a secondary clutch fixed plate and a second fixed shaft. The secondary clutch transmission plate and the secondary clutch fixed plate are sleeved on the second fixed shaft, and one end of the transmission belt is located between the secondary clutch transmission plate and the secondary clutch fixed plate.

8. A clutch arrangement structure according to claim 7, characterized in that, The second fixed shaft is fitted with a gearbox input shaft, and a bushing is provided between the gearbox input shaft and the top of the second fixed shaft. The bottom of the second fixed shaft is provided with a second fixed seat, and a second elastic element is provided in the opening at the top of the second fixed seat.

9. A clutch arrangement structure according to claim 7, characterized in that, The second fixed shaft is fitted with a gearbox fixed shaft, the secondary clutch gearbox is fixed on the gearbox fixed shaft, and a third fixed seat is provided on the outer periphery of the bottom outer side of the gearbox fixed shaft.

10. A clutch arrangement structure according to claim 9, characterized in that, The gearbox fixing shaft is provided with a sliding groove, and oil seals are provided at both ends of the gearbox fixing shaft. The bottom end of the third fixing seat is open to fix the top end of the second elastic element.

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