Clutching and decoupling mechanism, clutch and motorcycle

Abstract

The application relates to a clutch separation mechanism, a clutch and a motorcycle. The clutch separation mechanism comprises a pull rod, a push rod, a first separation shaft and a second separation shaft. The pull rod is provided with a first driving part used for driving a clutch pressure plate and a clutch driven plate to separate or combine. The push rod is provided with a second driving part which is at least partially dislocated with the first driving part along the axial direction of the push rod, so that the second driving part is used for driving the clutch pressure plate and the clutch driven plate to separate or combine. The first separation shaft is drivingly connected with the pull rod and is used for driving the pull rod to move. The second separation shaft is drivingly connected with the push rod and is used for driving the push rod to move. The clutch separation mechanism, the clutch and the motorcycle have the advantages of high reliability and high safety.

Description

Technical Field

[0001] This application relates to the field of motorcycle parts technology, and in particular to a clutch disengagement mechanism, a clutch, and a motorcycle. Background Technology

[0002] With the rapid development of motorcycle electronic control technology, automatic control clutches have been widely used in passenger motorcycles due to their ease of operation and low driving threshold. To ensure vehicle driving safety and emergency escape capabilities, motorcycles equipped with automatic control clutches are now generally equipped with a manual clutch operation mechanism, forming a clutch disengagement mechanism with both automatic and manual control.

[0003] Current clutch disengagement mechanisms mainly consist of an automatic disengagement shaft, a manual disengagement shaft, a tie rod, and a push rod. In manual operation, the manual disengagement shaft drives the clutch pressure plate axially via the tie rod, thus disengaging the clutch. In automatic operation, the automatic disengagement shaft pushes the tie rod via the push rod, which then drives the clutch pressure plate to complete the disengagement. In other words, the tie rod is used as the core transmission component for both manual and automatic operation. When the tie rod malfunctions, such as deformation, jamming, breakage, or loosening, both the manual and automatic control systems will fail simultaneously. This results in the clutch failing to disengage properly, preventing the vehicle from shifting gears or starting, posing a serious safety hazard and insufficient emergency tolerance. Summary of the Invention

[0004] Therefore, it is necessary to provide a clutch release mechanism, clutch, and motorcycle to address the safety hazards and poor fault tolerance of clutch release mechanisms.

[0005] This invention provides a clutch disengagement mechanism for driving the clutch pressure plate and the clutch driven plate to separate or engage, the clutch disengagement mechanism comprising: A pull rod, wherein the pull rod is provided with a first driving part, the first driving part being used to drive the clutch pressure plate and the clutch driven plate to separate or engage; A push rod, wherein the push rod is provided with a second driving part, the second driving part being at least partially offset from the first driving part along the axial direction of the push rod, so that the second driving part is used to drive the clutch pressure plate and the clutch driven plate to separate or engage; A first separation shaft is connected to the pull rod via a transmission, and the first separation shaft is used to drive the pull rod to move. The second separation shaft is connected to the push rod via a transmission, and the second separation shaft is used to drive the push rod to move.

[0006] In one embodiment, the first driving part has a first notch, and the second driving part has a second notch. The first driving part is movably disposed in the second notch, and the second driving part is movably disposed in the first notch, so that the first driving part and the second driving part can move relative to each other along the axial direction of the push rod.

[0007] In one embodiment, the first driving part includes at least two, which are arranged circumferentially along the pull rod, and a first notch is provided between adjacent two first driving parts; the second driving part includes at least two, which are arranged circumferentially along the push rod, and a second notch is provided between adjacent two second driving parts.

[0008] In one embodiment, the push rod includes a push block and a rod body, the second drive unit is disposed on the push block, one end of the push block is connected to the rod body, and the other end of the push block is connected to the pull rod.

[0009] In one embodiment, the push block has a first connecting hole at one end facing the rod, and the rod is inserted into the first connecting hole; the push block has a second connecting hole at one end facing the pull rod, and the pull rod is movably inserted into the second connecting hole.

[0010] In one embodiment, the second notch is located at the end of the push block facing the pull rod, and the second notch communicates with the second connecting hole.

[0011] In one embodiment, the push rod further includes a first positioning part connected to the second driving part, and the pull rod further includes a second positioning part connected to the first driving part. Both the first positioning part and the second positioning part are inserted into the mounting through hole of the clutch pressure plate.

[0012] In one embodiment, the first separation shaft is provided with a first drive groove, and the end of the pull rod away from the first drive part is engaged in the first drive groove; the second separation shaft is provided with a second drive groove, and the end of the push rod away from the second drive part is engaged in the second drive groove.

[0013] The present invention also provides a clutch, including a clutch pressure plate, a clutch driven plate, and a clutch disengagement mechanism according to the above embodiments. The clutch pressure plate is drivenly connected to the clutch driven plate, and the clutch disengagement mechanism is disposed through the clutch pressure plate. The first driving part and the second driving part of the clutch disengagement mechanism are both drivenly connected to the clutch pressure plate. The first driving part and the second driving part are used to drive the clutch pressure plate to disengage from the clutch driven plate.

[0014] The present invention also provides a motorcycle including the clutch of the above embodiment.

[0015] The aforementioned clutch disengagement mechanism, clutch, and motorcycle employ a dual-path independent drive structure design using a pull rod in conjunction with a first disengagement shaft and a push rod in conjunction with a second disengagement shaft. A first drive unit for driving the axial movement of the clutch pressure plate is located at one end of the pull rod, and a second drive unit for driving the axial movement of the clutch pressure plate is located at one end of the push rod. The second drive unit and the first drive unit are staggered along the push rod axis, constructing two independent and non-interfering clutch disengagement drive paths. This achieves dual-path independent control of the clutch pressure plate axial movement. When the first disengagement shaft drives the clutch pressure plate axially via the pull rod, the push rod remains stationary; when the second disengagement shaft drives the clutch pressure plate axially via the push rod, the pull rod remains stationary. This structurally achieves complete decoupling of the manual and automatic control drive systems, ensuring that their operation does not interfere with each other. Even if one drive system fails, the other can still independently complete the normal clutch disengagement operation, completely avoiding the risk of complete clutch failure due to a single drive path failure, and significantly improving the clutch's operational reliability and safety. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the clutch separation mechanism described in the embodiments of this application.

[0017] Figure 2 This is a cross-sectional structural diagram of the clutch separation mechanism described in the embodiments of this application.

[0018] Figure 3 This is a schematic diagram of the pull rod and pull rod combination of the clutch separation mechanism described in the embodiments of this application.

[0019] Figure 4 This is a schematic diagram of the pull rod and the pull rod separation of the clutch separation mechanism described in the embodiments of this application.

[0020] Figure 5 This is a schematic diagram of the clutch structure described in an embodiment of this application.

[0021] Figure 6 This is a schematic diagram of the clutch disengagement mechanism described in the embodiments of this application installed in the clutch.

[0022] Icon labels: 10. Clutch disengagement mechanism; 20. Clutch pressure plate; 21. Mounting through hole; 30. Clutch driven plate; 100. Pull rod; 110. First drive unit; 120. First notch; 130. Second positioning unit; 200, push rod; 210, second drive unit; 220, second notch; 230, push block; 231, first connecting hole; 232, second connecting hole; 240, rod body; 250, first positioning unit; 300, First separation shaft; 310, First drive groove; 400, Second separation shaft; 410, Second drive groove. Detailed Implementation

[0023] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0024] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0025] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0028] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0029] Firstly, see Figure 1 and Figure 2 This illustration shows a schematic diagram of a clutch disengagement mechanism 10 according to an embodiment of this application. This application provides a clutch disengagement mechanism 10 for driving the clutch pressure plate 20 and clutch driven plate 30 in a clutch to separate or engage. The clutch disengagement mechanism 10 includes a pull rod 100, a push rod 200, a first disengagement shaft 300, and a second disengagement shaft 400. The pull rod 100 is provided with a first driving part 110, which is used to drive the clutch pressure plate 20 and clutch driven plate 30 to separate or engage. Specifically, the first driving part 110 is disposed at the end of the pull rod 100.

[0030] The push rod 200 is provided with a second drive part 210, which is at least partially offset from the first drive part 110 along the axial direction of the push rod 200, so that the second drive part 210 is used to drive the clutch pressure plate 20 and the clutch driven plate 30 to separate or engage. Specifically, the second drive part 210 is provided at the end of the push rod 200.

[0031] The first separation shaft 300 is connected to the pull rod 100 in a transmission manner, and the first separation shaft 300 is used to drive the pull rod 100 to move axially; the second separation shaft 400 is connected to the push rod 200 in a transmission manner, and the second separation shaft 400 is used to drive the push rod 200 to move axially.

[0032] The clutch disengagement mechanism 10 described in this embodiment features a dual-path independent drive structure design, consisting of a pull rod 100 cooperating with a first disengagement shaft 300 and a push rod 200 cooperating with a second disengagement shaft 400. A first drive unit 110 for driving the axial movement of the clutch pressure plate 20 is provided at one end of the pull rod 100, and a second drive unit 210 for driving the axial movement of the clutch pressure plate 20 is provided at one end of the push rod 200. The second drive unit 210 and the first drive unit 110 are staggered along the axial direction of the push rod 200, thus constructing two independent and non-interfering clutch disengagement drive paths, achieving dual-path independent control of the axial movement of the clutch pressure plate 20. The clutch disengagement mechanism 10 described in this application embodiment can achieve the following: when the first disengagement shaft 300 drives the clutch pressure plate 20 to move axially through the pull rod 100, the push rod 200 remains stationary; when the second disengagement shaft 400 drives the clutch pressure plate 20 to move axially through the push rod 200, the pull rod 100 remains stationary. This achieves complete decoupling of the manual and automatic control drive systems from the structural root, and the two operation processes do not interfere with each other. Even if one drive system fails, the other can still independently complete the normal operation of clutch disengagement, completely avoiding the risk of complete clutch failure due to a single drive path failure, and greatly improving the operational reliability and safety of the clutch.

[0033] Furthermore, the clutch separation mechanism 10 of this application does not require significant modifications to the original core structures such as the clutch pressure plate 20 and the clutch driven plate 30. It has a compact structure and strong adaptability, and can flexibly adapt to the manual and automatic dual-mode switching requirements of the vehicle clutch system. It has great promotional value and application adaptability.

[0034] In one exemplary embodiment, the first release shaft 300 is an automatic release shaft, and the second release shaft 400 is a manual release shaft. The clutch can be disengaged by automatically driving the clutch pressure plate 20 to separate from the clutch driven plate 30 via the automatic release shaft, or by manually driving the clutch pressure plate 20 to separate from the clutch driven plate 30 via the manual release shaft. In other embodiments, the first release shaft 300 can be configured as a manual release shaft, and the second release shaft 400 as an automatic release shaft.

[0035] In one exemplary embodiment, such as Figure 1 and Figure 2 As shown, the pull rod 100 and the push rod 200 are coaxially arranged.

[0036] Combination Figure 3 and Figure 4This diagram illustrates the structure of the pull rod 100 and push rod 200 of the clutch disengagement mechanism 10 according to one embodiment of this application. In some embodiments, the first drive unit 110 has a first notch 120, and the second drive unit 210 has a second notch 220. The first drive unit 110 is movably disposed in the second notch 220, and the second drive unit 210 is movably disposed in the first notch 120, so that the first drive unit 110 and the second drive unit 210 can move relative to each other along the axial direction of the push rod 200. Specifically, the axial projection of the first drive unit 110 onto the pull rod 100 corresponds to the second notch 220, and the axial projection of the second drive unit 210 onto the push rod 200 corresponds to the first notch 120.

[0037] This embodiment forms a complementary misalignment avoidance structure by opening a first notch 120 in the first drive part 110 and a second notch 220 in the second drive part 210, and arranging the projection of the first drive part 110 along the axial direction of the pull rod 100 corresponding to the second notch 220, and the projection of the second drive part 210 along the axial direction of the push rod 200 corresponding to the first notch 120. Structurally, this provides sufficient non-interference stroke space for the relative axial misalignment movement of the first drive part 110 and the second drive part 210, completely avoiding the problems of stroke interference, mechanical jamming, and mutual stagnation and limitation that occur in the two drive systems during their independent axial movements, and greatly improving the operational reliability and fault redundancy capability of the clutch separation mechanism 10.

[0038] Meanwhile, the staggered design of this embodiment does not require additional axial and radial installation space, and can achieve a compact layout of two drive units in a narrow installation environment, which greatly optimizes the space utilization of the clutch separation mechanism 10 and perfectly adapts to the installation scenario with limited vehicle clutch compartment.

[0039] In an optional embodiment, such as Figure 3 and Figure 4 As shown, the first drive unit 110 includes at least two parts, which are arranged at intervals along the circumference of the pull rod 100, and a first notch 120 is provided between two adjacent first drive units 110. Similarly, the second drive unit 210 includes at least two parts, which are arranged at intervals along the circumference of the push rod 200, and a second notch 220 is provided between two adjacent second drive units 210.

[0040] In this embodiment, multiple first drive units 110 are evenly spaced along the circumference of the pull rod 100, forming a first gap 120 between two adjacent first drive units 110. Correspondingly, multiple second drive units 210 are evenly spaced along the circumference of the push rod 200, forming a second gap 220 between two adjacent second drive units 210. By constructing a multi-point synchronous drive structure through multiple circumferentially evenly distributed first drive units 110 or second drive units 210, a circumferentially uniform transmission of the axial driving force of the clutch pressure plate 20 is achieved, avoiding the off-center load problem that is easy to occur during driving. This ensures that the clutch pressure plate 20 is subjected to balanced circumferential force and runs smoothly without swaying during axial clutch operation, greatly improving the accuracy and smoothness of clutch control and the service life of the clutch system.

[0041] In one exemplary embodiment, such as Figure 4 As shown, the first drive unit 110 includes three parts, which are equally spaced along the circumference of the pull rod 100. The second drive unit 210 includes three parts, which are equally spaced along the axial direction of the push rod 200.

[0042] In an optional embodiment, such as Figure 2 As shown, the push rod 200 includes a push block 230 and a rod body 240. The second drive unit 210 is disposed on the push block 230. One end of the push block 230 is connected to the rod body 240, and the other end of the push block 230 is connected to the pull rod 100.

[0043] In this embodiment, the push rod 200 is configured as a split structure consisting of a push block 230 and a rod 240. The second drive unit 210 is integrated onto the push block 230, and one end of the push block 230 is fixedly connected to the rod 240, while the other end is movably connected to the pull rod 100. This achieves a partitioned layout for the push rod 200's power transmission, drive execution, and guiding coordination. The split design allows for the separate processing of the push block 230, which requires high-precision molding, and the rod 240, which only bears axial power transmission. This eliminates the need for complex precision machining of the entire push rod 200, significantly reducing the difficulty of mold development and the cost of mass production. At the same time, it makes it easier to accurately control the precision of the second drive unit 210, ensuring that the first drive unit 110 and the second drive unit 210 operate independently without interference.

[0044] In an optional embodiment, such as Figure 2 As shown, the end of the push block 230 facing the rod 240 is provided with a first connecting hole 231, and the rod 240 is inserted into the first connecting hole 231. Further, the end of the push block 230 facing the pull rod 100 is provided with a second connecting hole 232, and the pull rod 100 is movably inserted into the second connecting hole 232.

[0045] This embodiment features a coaxial nested assembly structure with a first connecting hole 231 and a second connecting hole 232. The rod 240 is fixedly inserted into the first connecting hole 231, and the pull rod 100 is movably inserted into the second connecting hole 232. This structure ensures the coaxiality of the rod 240, the push block 230, and the pull rod 100 from the structural source, effectively constraining the radial movement of each component. It completely avoids the problems of uneven load, swaying, and jamming that are prone to occur during the operation of the dual-drive mechanism. This ensures that the axial drive actions of the pull rod 100 and the push rod 200 run smoothly along the same axis, thereby ensuring that the circumferential drive force of the first drive unit 110 and the second drive unit 210 is uniformly transmitted to the clutch pressure plate 20, realizing the axial movement of the clutch pressure plate 20 without swaying, and greatly improving the accuracy and smoothness of the clutch disengagement and engagement actions.

[0046] In one exemplary embodiment, the rod 240 is connected to the wall of the first connecting hole 231 by a threaded pair.

[0047] In an optional embodiment, such as Figure 2 and Figure 3 As shown, the second notch 220 is located at one end of the push block 230 facing the pull rod 100, and the second notch 220 communicates with the second connecting hole 232.

[0048] In this embodiment, by setting the second notch 220 at the end of the push block 230 facing the pull rod 100 and connecting the second notch 220 with the second connecting hole 232, the front end of the pull rod 100 is inserted into the second connecting hole 232, and the circumferentially distributed first driving parts 110 are precisely positioned at the circumferentially spaced second notches 220, ensuring a one-to-one correspondence between the axial projections of the first driving parts 110 and the second notches 220, thereby improving the accuracy of assembly.

[0049] In an optional embodiment, such as Figure 3 and Figure 4 As shown, the push rod 200 also includes a first positioning part 250, which is connected to the second drive part 210. The pull rod 100 also includes a second positioning part 130, which is connected to the first drive part 110. Both the first positioning part 250 and the second positioning part 130 are inserted into the mounting through hole 21 of the clutch pressure plate 20.

[0050] In one exemplary embodiment, such as Figure 3 As shown, the first positioning part 250 and the second positioning part 130 are disposed on the same side of the first driving part 110 and the second driving part 210, and the first positioning part 250 and the second positioning part 130 are combined to form a cylindrical protrusion.

[0051] In this embodiment, a first positioning part 250 is provided on the push rod 200, and a second positioning part 130 is provided on the pull rod 100. The first positioning part 250 and the second positioning part 130 together form a protrusion that is inserted into the mounting through hole 21 of the clutch pressure plate 20. This ensures the coaxial assembly accuracy of the pull rod 100, the push rod 200 and the clutch pressure plate 20, effectively constrains the radial movement of the pull rod 100 and the push rod 200, avoids the problems of uneven load, swaying and jamming that are prone to occur during the operation of the clutch disengagement mechanism 10, and improves the accuracy and smoothness of clutch control.

[0052] Meanwhile, the first positioning part 250 and the second positioning part 130 form the structure of the insertion and installation through hole 21, which matches the structure of the conventional tie rod 100 insertion and installation through hole 21. There is no need to make significant changes to the original structure of the clutch pressure plate 20, and there is no need to open separate installation positions for the manual drive system and the automatic drive system of the clutch. This greatly simplifies the structural modification cost and mold development cost of the clutch pressure plate 20, and has strong mass production promotion value and scenario adaptability.

[0053] In an optional embodiment, such as Figure 1 As shown, the first separation shaft 300 is provided with a first drive groove 310, and the end of the pull rod 100 away from the first drive part 110 is engaged in the first drive groove 310. The second separation shaft 400 is provided with a second drive groove 410, and the end of the push rod 200 away from the second drive part 210 is engaged in the second drive groove 410.

[0054] This embodiment achieves a stable and reliable transmission connection between the first separation shaft 300 and the pull rod 100 by setting a first drive groove 310 on the first separation shaft 300 and engaging the pull rod 200 in the first drive groove 310, and between the second separation shaft 400 and the push rod 200 by setting a second drive groove 410 on the second separation shaft 400. This ensures efficient and lossless transmission of axial driving force, and the snap-fit ​​assembly method simplifies the installation and positioning process, achieving a reliable connection without additional fasteners, thus reducing assembly difficulty and manufacturing cost.

[0055] Secondly, this application also provides a clutch, such as Figure 5 and Figure 6 As shown, the clutch includes a clutch pressure plate 20, a clutch driven plate 30, and a clutch separation mechanism 10 as described in any of the above embodiments. The clutch pressure plate 20 is driven to the clutch driven plate 30. The clutch separation mechanism 10 passes through the clutch pressure plate 20. The first driving part 110 and the second driving part 210 of the clutch separation mechanism 10 are both driven to the clutch pressure plate 20. The first driving part 110 and the second driving part 210 are used to drive the clutch pressure plate 20 to separate from the clutch driven plate 30.

[0056] The clutch described in this embodiment drives the clutch pressure plate 20 and the clutch driven plate 30 together. Simultaneously, the clutch disengagement mechanism 10 passes through the clutch pressure plate 20, ensuring that both the first drive portion 110 and the second drive portion 210 of the clutch disengagement mechanism 10 are driven to the clutch pressure plate 20. This allows the first drive portion 110 and the second drive portion 210 to jointly perform the disengagement drive function between the clutch pressure plate 20 and the clutch driven plate 30, thus constructing a clutch with dual independent clutch control paths. This enables the first disengagement shaft 300 to drive the clutch via the pull rod 100. When the pressure plate 20 moves axially, the push rod 200 remains stationary. When the second separation shaft 400 drives the clutch pressure plate 20 to move axially through the push rod 200, the pull rod 100 remains stationary. This achieves complete decoupling of the manual and automatic control drive systems from the structural source. The two systems operate without interfering with each other. Even if one drive system fails, the other can still independently complete the normal clutch disengagement operation. This completely avoids the risk of the clutch function failing completely due to a single drive path failure, and greatly improves the operational reliability and safety of the clutch.

[0057] Thirdly, this application also provides a motorcycle including the clutch described in any of the above embodiments.

[0058] The motorcycle described in this application embodiment deeply integrates the dual-path independent separation drive structure of the clutch with the motorcycle's power transmission system, significantly improving riding safety, handling smoothness, and adaptability to various operating conditions at the vehicle level. Specifically, the clutch drives the clutch pressure plate 20 and the clutch driven plate 30, while the clutch separation mechanism 10 passes through the clutch pressure plate 20. The first drive part 110 and the second drive part 210 of the clutch separation mechanism 10 are both driven by the clutch pressure plate 20, allowing the first drive part 110 and the second drive part 210 to jointly perform the separation drive function between the clutch pressure plate 20 and the clutch driven plate 30. This constructs a clutch with dual-path independent clutch control paths, enabling the first separation shaft 300 to drive the clutch pressure plate 20 via the pull rod 100. When there is axial movement, the push rod 200 remains stationary. When the second separation shaft 400 drives the clutch pressure plate 20 to move axially through the push rod 200, the pull rod 100 remains stationary. This achieves complete decoupling of the manual and automatic control drive systems from the structural source. The two systems operate without interfering with each other. Even if one drive system fails, the other can still independently complete the normal operation of clutch disengagement. This completely avoids the risk of clutch function failure due to a single drive path failure, and greatly improves the operational reliability and safety of the clutch.

[0059] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0060] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A clutch disengagement mechanism (10) for driving the clutch pressure plate (20) and the clutch driven plate (30) to separate or engage, characterized in that, The clutch separation mechanism (10) includes: A pull rod (100) is provided with a first drive part (110), which is used to drive the clutch pressure plate (20) and the clutch driven plate (30) to separate or engage; A push rod (200) is provided with a second drive part (210), which is at least partially offset from the first drive part (110) along the axial direction of the push rod (200) so that the second drive part (210) is also used to drive the clutch pressure plate (20) and the clutch driven plate (30) to separate or engage; A first separating shaft (300) is connected to the pull rod (100) in a transmission manner, and the first separating shaft (300) is used to drive the pull rod (100) to move; The second separation shaft (400) is connected to the push rod (200) in a transmission manner, and the second separation shaft (400) is used to drive the push rod (200) to move.

2. The clutch separation mechanism (10) according to claim 1, characterized in that: The first drive unit (110) is provided with a first notch (120), and the second drive unit (210) is provided with a second notch (220). The first drive unit (110) is movably disposed in the second notch (220), and the second drive unit (210) is movably disposed in the first notch (120), so that the first drive unit (110) and the second drive unit (210) move relative to each other along the axial direction of the push rod (200).

3. The clutch separation mechanism (10) according to claim 2, characterized in that: The first drive unit (110) includes at least two, and the at least two first drive units (110) are arranged at circumferential intervals along the pull rod (100), and the first notch (120) is provided between two adjacent first drive units (110). The second drive unit (210) includes at least two, and the at least two second drive units (210) are arranged at circumferential intervals along the push rod (200), and the second notch (220) is provided between two adjacent second drive units (210).

4. The clutch separation mechanism (10) according to claim 2 or 3, characterized in that: The push rod (200) includes a push block (230) and a rod body (240). The second drive unit (210) is disposed on the push block (230). One end of the push block (230) is connected to the rod body (240), and the other end of the push block (230) is connected to the pull rod (100).

5. The clutch separation mechanism (10) according to claim 4, characterized in that: The push block (230) has a first connecting hole (231) at one end facing the rod (240), and the rod (240) is inserted into the first connecting hole (231); the push block (230) has a second connecting hole (232) at one end facing the pull rod (100), and the pull rod (100) is movably inserted into the second connecting hole (232).

6. The clutch separation mechanism (10) according to claim 5, characterized in that: The second notch (220) is located at one end of the push block (230) facing the pull rod (100), and the second notch (220) communicates with the second connecting hole (232).

7. The clutch disengagement mechanism (10) according to any one of claims 1-3, characterized in that: The push rod (200) further includes a first positioning part (250), which is connected to the second drive part (210). The pull rod (100) further includes a second positioning part (130), which is connected to the first drive part (110). Both the first positioning part (250) and the second positioning part (130) are inserted into the mounting through hole (21) of the clutch pressure plate (20).

8. The clutch disengagement mechanism (10) according to any one of claims 1-3, characterized in that: The first separation shaft (300) is provided with a first drive groove (310), and the end of the pull rod (100) away from the first drive part (110) is engaged in the first drive groove (310); the second separation shaft (400) is provided with a second drive groove (410), and the end of the push rod (200) away from the second drive part (210) is engaged in the second drive groove (410).

9. A clutch, characterized in that: The clutch includes a clutch pressure plate (20), a clutch driven plate (30), and a clutch disengagement mechanism (10) as described in any one of claims 1-8. The clutch pressure plate (20) is driven to the clutch driven plate (30). The clutch disengagement mechanism (10) is disposed on the clutch pressure plate (20). The first driving part (110) and the second driving part (210) of the clutch disengagement mechanism (10) are both driven to the clutch pressure plate (20). The first driving part (110) and the second driving part (210) are used to drive the clutch pressure plate (20) to disengage from the clutch driven plate (30).

10. A motorcycle, characterized in that: Includes the clutch as described in claim 9.

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