Anti-slip driving gear assembly

Abstract

The utility model relates to the technical field of transmission, in particular to an anti-slip driving gear assembly capable of reducing vibration of a clutch to a gear joint so as to prevent gear deviation, which comprises the clutch and an intermediate shaft arranged on an outer frame of the clutch. A clutch driving gear used for being meshed with an engine gear is arranged on the intermediate shaft through a connecting device, and a vibration reduction device used for reducing the influence of vibration caused when the clutch works is further arranged between the clutch driving gear and an outer frame of the clutch.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission, in particular to an anti-slip driving gear assembly. Background Art

[0002] The motorcycle is driven by an engine, and there will be short breaks in daily use, such as waiting for traffic lights. If the engine is turned off, it is easy to start too slowly, which is also easy to affect the service life of the engine. For this reason, a clutch is provided between the engine and the transmission assembly to control the connection. However, the driving gear connected to the clutch outer frame is mostly sleeved on the surface of the clutch intermediate shaft for easy disassembly. When the clutch is used for a long time, due to multiple clutches, it is inevitable that the connection between the driving gear and the intermediate shaft will vibrate and loosen, thereby causing the driving gear to deviate from the predetermined position, slip, and fail to drive the intermediate shaft to rotate. Utility Model Content

[0003] Therefore, in view of the above problems, the utility model proposes an anti-slip driving gear assembly which can reduce the vibration of the clutch-gear connection and thus prevent the gear from shifting.

[0004] To achieve the above-mentioned purpose, the technical solution of the utility model is to provide an anti-slip driving gear assembly, including a clutch, an intermediate shaft arranged on the outer frame of the clutch, a clutch driving gear for meshing with the engine gear through a connecting device on the intermediate shaft, and a vibration reduction device for reducing the impact of vibration caused by the operation of the clutch is also arranged between the clutch driving gear and the outer frame of the clutch.

[0005] A further improvement is that the vibration damping device includes: a plurality of through holes opened on the clutch driving gear, a connecting column arranged on the outer frame of the clutch and matching the through holes, one end of the connecting column passes through the through hole, and an elastic limiting device is arranged between the connecting column and the clutch driving gear to prevent the gear from slipping outward and further reduce vibration.

[0006] A further improvement is that the elastic limiting device includes: an adjusting screw locked on the end of the connecting column, a limiting spring sleeved on the connecting column, one end of which abuts against the adjusting screw and the other end abuts against the clutch driving gear, and a first damping pad arranged between the limiting spring and the clutch driving gear.

[0007] A further improvement is that an elastic layer is also provided on the outer side of the connecting column for interference fit with the through hole.

[0008] A further improvement is that a second vibration reduction device for cooperating with the elastic limiting device is provided between the clutch driving gear and the clutch.

[0009] A further improvement is that the second vibration damping device includes a second vibration damping pad sleeved on the intermediate shaft and located between the clutch and the clutch driving gear, and a pressure bearing arranged between the second vibration damping pad and the clutch.

[0010] A further improvement is that the connecting device comprises a first keyway provided on the clutch driving gear and a second keyway provided on the intermediate shaft, wherein a connecting key is provided between the first keyway and the second keyway.

[0011] A further improvement is that: a connecting thread is provided on the intermediate shaft outside the clutch driving gear, and a nut is locked on the connecting thread to further prevent the gear from shifting.

[0012] A further improvement is that a third vibration-damping pad is provided between the nut and the clutch driving gear.

[0013] The advantages and beneficial effects of the utility model are:

[0014] The structure is simple, and a vibration reduction device and an elastic limit device are arranged between the clutch driving gear and the clutch, which can reduce the influence of the vibration on the clutch driving gear when the clutch is working, avoid the gear from being offset, affect the nut, and then cause the nut to loosen, and finally cause the gear to slip, and can also bear part of the pressure for the connecting device, avoid the connecting key from being damaged during long-term high-speed rotation of the gear, and extend the overall service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a front view schematic diagram of an anti-skid driving gear assembly of the utility model;

[0016] Figure 2 This is a schematic diagram of an anti-skid driving gear assembly installed in a vehicle frame according to the utility model;

[0017] Figure 3 This is an enlarged cross-sectional schematic diagram of part A of an anti-skid driving gear assembly of the utility model;

[0018] Figure 4 This is a schematic diagram of a clutch driving gear of an anti-slip driving gear assembly of the utility model;

[0019] In the figure: 1. crankshaft; 2. engine; 3. engine driving gear; 4. clutch; 5. intermediate shaft; 6. clutch driving gear; 7. through hole; 8. connecting column; 9. adjusting screw; 10. limit spring; 11. first vibration damping pad; 12. elastic layer; 13. second vibration damping pad; 14. pressure bearing; 15. first keyway; 16. nut; 17. third vibration damping pad. DETAILED DESCRIPTION

[0020] The following is a further description of the specific implementation of the present invention in conjunction with the accompanying drawings and embodiments. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and cannot be used to limit the protection scope of the present invention.

[0021] like Figure 1-Figure 4 As shown, an anti-skid driving gear assembly includes a frame (not shown in the figure), a crankshaft rotatably arranged on the frame, an engine arranged on the frame and drivingly connected to the crankshaft for driving the crankshaft to rotate, an engine driving gear arranged at the end of the crankshaft, a clutch arranged on the frame, and an intermediate shaft arranged on the outer frame of the clutch, wherein the intermediate shaft is provided with a clutch driving gear for meshing with the engine gear through a connecting device, and a vibration reduction device for reducing the influence of vibration caused by the operation of the clutch is also provided between the clutch driving gear and the outer frame of the clutch.

[0022] In order to reduce the impact of vibration caused by the operation of the clutch, avoid the gear from being offset by vibration and eventually causing slippage, and reduce the pressure on the connecting device, the vibration reduction device includes: a plurality of through holes opened on the clutch driving gear, a connecting column arranged on the outer frame of the clutch and matching the through holes, one end of the connecting column passes through the through hole, and an elastic limiting device is arranged between the connecting column and the clutch driving gear to prevent the gear from slipping outward and further reduce vibration.

[0023] In order to facilitate the adjustment of the elastic force applied to the gear and avoid gear deviation or tilting, the elastic limiting device includes: an adjusting screw locked at the end of the connecting column, a limiting spring sleeved on the connecting column, one end of which abuts against the adjusting screw and the other end of which abuts against the clutch driving gear, and a first vibration damping pad arranged between the limiting spring and the clutch driving gear.

[0024] In order to share the pressure of the connection key, increase the service life, and reduce vibration, an elastic layer is also provided on the outer side of the connection column for interference fit with the through hole.

[0025] In order to reduce the vibration transmitted to the gear by the clutch, a second vibration damping device for cooperating with the elastic limiting device is also arranged between the clutch driving gear and the clutch, and the second vibration damping device includes: a second vibration damping pad arranged on the intermediate shaft and located between the clutch and the clutch driving gear, and a pressure bearing arranged between the second vibration damping pad and the clutch.

[0026] In order to facilitate the connection of the gear shaft, the connecting device includes: a first keyway opened on the clutch driving gear, a second keyway opened on the intermediate shaft (not shown in the figure), and a connecting key (not shown in the figure) is arranged between the first keyway and the second keyway.

[0027] In order to cooperate with the vibration reduction device and the second vibration reduction device to further reduce vibration, a connecting thread (not shown in the figure) is provided on the intermediate shaft at the outside of the clutch driving gear. A nut is locked on the connecting thread to further prevent gear deviation. A third vibration reduction pad is also provided between the nut and the clutch driving gear.

[0028] The first vibration damping pad, the second vibration damping pad, the third vibration damping pad and the elastic layer are all made of rubber.

[0029] Working principle: When in use, the engine driving gear rotates to drive the clutch driving gear to rotate, and the clutch driving gear drives the outer frame of the clutch to rotate through the connecting key and the connecting column. The vibration generated when the clutch is working will be absorbed by the second vibration damping pad, thereby reducing the impact on the clutch driving gear. When the vibration is transmitted to the clutch driving gear, causing the clutch driving gear to deviate, it will be limited by the limit spring to prevent it from deviating. At this time, the second vibration damping pad will absorb part of the vibration, thereby preventing the clutch driving gear from deviating under vibration.

[0030] The basic principles, main features and advantages of the utility model are shown and described above. Those skilled in the art should understand that the utility model is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, which shall fall within the scope of the utility model to be protected. The scope of protection of the utility model shall be defined by the attached claims and their equivalents.

Claims

1. An anti-slip driving gear assembly, comprising a clutch, an intermediate shaft arranged on an outer frame of the clutch, and a clutch driving gear for meshing with an engine gear through a connecting device on the intermediate shaft, characterized in that: A vibration reduction device is also provided between the clutch driving gear and the outer frame of the clutch to reduce the influence of vibration caused by the clutch working; The vibration reduction device includes: a plurality of through holes opened on the clutch driving gear, a connecting column arranged on the outer frame of the clutch and matching the through holes, one end of the connecting column passes through the through hole, and an elastic limiting device is arranged between the connecting column and the clutch driving gear to prevent the gear from slipping outward and further reduce vibration.

2. The anti-slip driving gear assembly according to claim 1, characterized in that: The elastic limiting device includes: an adjusting screw locked on the end of the connecting column, a limiting spring sleeved on the connecting column, one end of which abuts against the adjusting screw and the other end abuts against the clutch driving gear, and a first damping pad arranged between the limiting spring and the clutch driving gear.

3. The anti-slip driving gear assembly according to claim 1, characterized in that: An elastic layer is also provided on the outer side of the connecting column for interference fit with the through hole.

4. The anti-slip driving gear assembly according to claim 1, characterized in that: A second vibration reduction device for cooperating with the elastic limiting device is also arranged between the clutch driving gear and the clutch.

5. The anti-slip driving gear assembly according to claim 4, characterized in that: The second vibration damping device comprises: a second vibration damping pad which is sleeved on the intermediate shaft and located between the clutch and the clutch driving gear, and a pressure bearing which is arranged between the second vibration damping pad and the clutch.

6. The anti-slip driving gear assembly according to claim 1, characterized in that: The connecting device comprises: a first keyway provided on the clutch driving gear and a second keyway provided on the intermediate shaft, wherein a connecting key is arranged between the first keyway and the second keyway.

7. The anti-slip driving gear assembly according to claim 1, characterized in that: The intermediate shaft is provided with a connecting thread located outside the clutch driving gear, and a nut is locked on the connecting thread to further prevent the gear from shifting.

8. The anti-slip driving gear assembly according to claim 7, characterized in that: A third vibration-damping pad is also arranged between the nut and the clutch driving gear.

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