Pull-type centrifugal automatic clutch

Abstract

The utility model relates to the technical field of transmission devices, in particular to a pull-type centrifugal automatic clutch. The utility model discloses a pull-type centrifugal automatic clutch which comprises an outer cover, a central sleeve and a pressure plate are rotatably arranged in the outer cover, a friction plate and a steel plate are arranged between the outer side of the central sleeve and the outer side of the pressure plate, an opening end of the outer cover is fixedly connected with a mounting seat, and a flyweight group which is distributed in a balanced mode is hinged in the mounting seat through a positioning ring. A pressing plate is arranged between the flyweight set and the pressing disc, and a reset torsional spring capable of adjusting centrifugal motion force of the flyweight set is arranged on the positioning ring. A groove for installing a main spring is formed in the side, away from the center sleeve, of the pressing disc, and the free end of the main spring makes contact with the pressing plate through a connecting assembly. The technical problem to be solved by the utility model is to develop a pull-type centrifugal automatic clutch which has an overload protection function and can improve the flyweight resetting capability.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission devices, in particular to a pull-type centrifugal automatic clutch. Background Art

[0002] The existing friction plate type motorcycle clutch requires the clutch operating handle to separate the friction plate and the steel plate to cut off the power.

[0003] In the existing clutch, when the flyweight is subjected to force, the arc surface of the flyweight and the plane of the push plate are subjected to a certain pressure. Due to the limitations of manufacturing and processing, the surfaces of the flyweight and the push plate cannot achieve the ideal state of frictionlessness. Therefore, when the flyweight is subjected to centrifugal force, a large pressure will be formed between the flyweight and the push plate, thereby generating a corresponding friction force. The friction coefficient formed by the friction force between the flyweight and the push plate increases, which causes the flyweight to be unable to return or difficult to return, resulting in the problem of clutch failure. At the same time, the flyweight of the existing clutch is rotated by force to apply pressure to the push plate, and the push plate acts on the pressure plate, which in turn applies pressure to the friction plate and the steel plate. Therefore, even when the engine has a low speed, the rotation of the clutch will cause the flyweight to generate centrifugal force, so that the friction plate and the steel plate are pressed, so that the clutch has entered the working state in the idle state, causing the engine to stall. In addition, when the engine speed gradually increases, the pressing force of the friction plate and the steel plate will increase to a large extent, and even the overload exceeds the maximum bearing pressure of the friction plate, so there is a risk of crushing the friction plate and the steel plate and causing the clutch to fail.

[0004] Therefore, those skilled in the art are committed to developing a pull-type centrifugal automatic clutch with an overload protection function and capable of improving the resetting ability of the flying weight. Utility Model Content

[0005] In view of the above-mentioned defects of the prior art, the utility model discloses a pull-type centrifugal automatic clutch, and the technical problem to be solved is to provide a pull-type centrifugal automatic clutch with an overload protection function and capable of improving the resetting ability of the flying weight.

[0006] To achieve the above-mentioned purpose, the utility model provides a pull-type centrifugal automatic clutch, including an outer cover, a center sleeve and a pressure plate are rotatably provided in the outer cover, a friction plate and a steel plate are provided between the outer sides of the center sleeve and the pressure plate, a mounting seat is fixedly connected to the open end of the outer cover, a balanced distribution of flyweights is hinged in the mounting seat through a positioning ring, a pressure plate is provided between the flyweight group and the pressure plate, and a reset torsion spring that can adjust the centrifugal motion force of the flyweight group is provided on the positioning ring; a groove for installing a main spring is provided on the side of the pressure plate away from the center sleeve, and the free end of the main spring is in contact with the pressure plate through a connecting assembly.

[0007] Its working principle is:

[0008] The idling speed of common motorcycle engines is generally 1300-1600r / min. When the idling speed of the engine is high, such as close to 1600r / min, the flying weight has begun to do centrifugal motion in the absence of resistance, thereby applying pressure to the pressure plate, and then the friction plate and the steel plate are pressed and combined. That is, as soon as the ignition is turned on, the car is likely to start moving, which poses a great safety hazard. By adding a reset torsion spring, the resistance of the designed reset torsion spring can be used to limit the starting force of the centrifugal motion of the flying weight. The centrifugal force of the flying weight cannot overcome the elastic force of the reset torsion spring, which ensures that the flying weight will not do centrifugal motion in the idle state, thereby avoiding the above safety hazards.

[0009] In addition, when the engine speed gradually increases, the pressure of the flyweight will gradually increase, that is, the pressure on the pressure plate and the friction group may increase to exceed their tolerance range, thus causing damage to the friction plate and steel plate of the friction group. Through the design of the main spring, the flyweight group is rotated by force to apply pressure to the pressure plate, and the pressure plate acts on the main spring through the connecting assembly, and the main spring acts on the pressure plate; that is, no matter how large the force of the flyweight group is, the actual pressure of the pressure plate is applied by the main spring, and the pressure value of the main spring can be reduced by design to keep the spring force of the main spring within the required force range, so as not to exceed the maximum tolerance of the friction plate and avoid damage to the friction plate. At the same time, no matter what speed the engine is at, the separation mechanism can be directly used to lift the pressure plate for forced separation, and the forced separation force is equal to the force of the main spring, which is generally designed to be about 900N. After passing through the lever of the motorcycle handle to the handle, there is only about 5kg of separation force, which meets the motorcycle standard and is easier to operate.

[0010] Preferably, the reset torsion spring includes a limiting portion for limiting the outer side of the flying weight group, and the two ends of the limiting portion are respectively bent and extended with connecting portions, and the end of each connecting portion is provided with a spiral portion connected to the positioning ring; the end of the spiral portion is provided with a support portion that abuts against the mounting seat, and the rotation direction of the support portion is opposite to that of the connecting portion. The limiting portion, the connecting portion, the spiral portion and the supporting portion are integrally formed, and the limiting force of the torsion spring can be adjusted by setting the stiffness of the reset torsion spring and the number of turns of the spiral portion.

[0011] Preferably, the friction plate and the steel plate are stacked alternately, the outer transmission teeth of the friction plate match the U-shaped groove in the outer cover, and the inner transmission teeth of the steel plate mesh with the outer gear ring of the center sleeve. The friction torque is generated by the combination of the friction plate and the steel plate and transmitted to the center sleeve.

[0012] Preferably, the connecting assembly includes a spring washer in contact with the main spring, a retaining spring for limiting the spring washer is provided on the pressure plate, the retaining spring is located on the side of the spring washer away from the main spring, and a needle bearing is provided between the spring washer and the pressure plate. The flying weight group is rotated by force to apply pressure to the pressure plate, the pressure plate acts on the needle bearing, the needle bearing acts on the spring washer, the spring washer acts on the evenly distributed main spring, and the main spring acts on the pressure plate.

[0013] Preferably, a side of the spring washer close to the needle bearing is provided with an annular protrusion extending upward.

[0014] Preferably, an elastic member is provided between the side of the pressure plate away from the main spring and the center sleeve, and the elastic member is used to separate the friction plate and the pressure plate.

[0015] Due to the design of the return torsion spring, when idling or shifting gears, the centrifugal force of the flying weight is less than the elastic force of the return torsion spring, and the pressure plate does not apply pressure to the pressure plate, but the pressure plate will be in an uncontrolled state. The pressure plate may be in a state of pressing against the friction plate and the steel plate due to its own weight, or it may be in a state of not pressing against the friction plate and the steel plate. If the pressure plate is in a state of pressing against the friction plate and the steel plate, there will be a large residual torque, and there will be a large impact when shifting gears. Therefore, by setting an elastic member between the pressure plate and the center sleeve, the elastic member can make the pressure plate and the friction plate separated when idling or shifting gears, reduce the residual torque, reduce the impact when shifting gears, and make the operation more comfortable.

[0016] Preferably, evenly distributed protrusions are provided in the pressure plate, the groove is opened on one side of the protrusion, and a cylindrical groove is opened on the other side of the protrusion, and the elastic member installed in the cylindrical groove is a separation spring.

[0017] By adding a separation spring, it can be ensured that the pressure plate will not press against the friction plate and steel plate when idling or shifting gears, ensuring that the friction group of the friction plate and steel plate is not subject to pressure, reducing the residual torque of the friction group, reducing the impact feeling during gear shifting, and improving the operating comfort.

[0018] Preferably, an inward cylindrical protrusion is provided at the bottom of the groove, and the cylindrical groove is formed on the cylindrical protrusion; the cylindrical groove is coaxial with the center line of the groove.

[0019] The separation spring is designed to be inside the main spring, and the diameter of the separation spring is smaller than that of the main spring, that is, the elastic force of the separation spring is smaller. Compared with the previous design with a larger elastic force of the separation spring, because there is friction between the flyweight and the pressure plate, and the radial force arm formed by the pressure point of the flyweight and the center point of the flyweight shaft is shorter, the larger elastic force of the separation spring will cause the flyweight and the pressure plate to get stuck, making it impossible for the flyweight to reset. The current small-sized separation spring has a smaller elastic force, so that there will not be a large contact force between the flyweight and the pressure plate, avoiding the flyweight and the pressure plate from getting stuck; it is also easy to install. When the separation force is too large, a larger force is required to press the pressure plate for assembly, which is very inconvenient to operate.

[0020] Preferably, the elastic member is a separation disc spring, which is another method. The two sides of the separation disc spring directly abut against the bottom surface and the center sleeve of the pressure plate, so that the pressure plate and the friction plate are in a separated state when idling or shifting.

[0021] Preferably, the mounting seat is provided with an annular retaining member matched with the positioning ring, and the mounting seat is also provided with a limiting groove for accommodating the flying weight group, and the flying weight group can rotate around the positioning ring in the limiting groove.

[0022] Preferably, the edge of the limit groove is provided with a limit edge which can limit the limit of the moving position of the flying block group. Through the design of the limit edge, the limit of the centrifugal movement of the flying block group can be mainly limited, thereby limiting the initial and final downward stroke limits of the flying block, and at the same time limiting the limit pressure generated by the centrifugal operation of the flying block, thereby limiting the pressure and compensation stroke of the pressure plate (the friction plate here will be worn after being used for too long, which is equivalent to the pressure plate needing to be pressed downward more to combine and transmit power, and the downward stroke of the flying block is composed of two parts, the front part is the separation stroke from the contact point to the separation state, plus the compensation stroke that needs to be increased to tighten downward after the wear under the contact point).

[0023] Preferably, the bottom of the outer cover is connected to a transmission gear through rivets, and a disc spring is provided between the transmission gear and the outer cover. A square through hole is provided on the wheel surface of the transmission gear, and a shock-absorbing spring is installed in the square through hole. A cover plate is also provided on the outside of the transmission gear, and a groove matching the shock-absorbing spring is also provided at the bottom of the outer cover. The transmission gear has a paired driving gear (driving the overall rotation of the clutch, that is, the outer cover, the transmission gear, the cover plate, the shock-absorbing spring, the disc spring, and the sleeve are connected as a whole through rivets, and this whole will rotate synchronously with the transmission gear), and by setting the shock-absorbing spring, there can be a small angle of advance or lag, forming a vibration reduction effect, eliminating the vibration influence of the engine. Of course, the shock-absorbing spring can also be set as a rubber shock-absorbing sleeve. The middle part of the transmission gear is connected to a sleeve, which is pressed on the main shaft, and the main shaft and the center sleeve are splined to finally transmit the torque to the main shaft and the gearbox.

[0024] The beneficial effects of the utility model are:

[0025] By adding a reset torsion spring, the resistance of the reset torsion spring can be designed to limit the starting force of the centrifugal movement of the flyweight. The centrifugal force of the flyweight cannot overcome the elastic force of the reset torsion spring, which ensures that the flyweight will not perform centrifugal movement in the idle state, thus avoiding the safety hazard of the locomotive starting to move as soon as it is started, and also has the function of adjusting the starting speed. At the same time, when the torque of the reset torsion spring increases, the flyweight needs a higher speed to engage in the starting state. The torque can be adjusted to achieve the change of the engagement speed, and the design is in the state required by the customer. In addition, through the setting of the main spring, no matter how large the force of the flyweight group is, the actual pressure of the pressure plate is applied by the main spring, so that the pressure will not exceed the maximum bearing pressure of the friction plate, avoiding damage to the friction plate. The friction plate clamping force is more stable, the power transmission is more linear, it also has an overload protection function, and the operation of the handle is also easier. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a cross-sectional schematic diagram of a specific implementation of the clutch of the utility model;

[0027] Figure 2 It is a three-dimensional cross-sectional schematic diagram of a specific implementation of the clutch of the utility model;

[0028] Figure 3 It is a schematic diagram of the explosion structure of the clutch of the utility model;

[0029] Figure 4 yes Figure 3 A schematic diagram of the partially enlarged structure at center A;

[0030] Figure 5 It is a structural schematic diagram of the reset torsion spring of the clutch of the utility model;

[0031] Figure 6 It is a structural schematic diagram of the pressure plate of the clutch of the utility model;

[0032] Figure 7 It is a structural schematic diagram of a connecting assembly of the clutch of the utility model.

[0033] In the above drawings: 1. outer cover; 11. friction plate; 2. center sleeve; 21. steel sheet; 3. pressure plate; 31. groove; 32. main spring; 33. cylindrical groove; 34. separation spring; 4. mounting seat; 41. positioning ring; 42. flying weight group; 43. reset torsion spring; 431. limiting part; 432. connecting part; 433. spiral part; 434. supporting part; 5. pressure plate; 51. connecting assembly; 511. spring washer; 512. retaining ring; 513. needle bearing; 6. transmission gear; 61. shock-absorbing spring; 62. rivet; 63. disc spring; 7. bushing; 8. cover plate. DETAILED DESCRIPTION

[0034] The present invention is further described below in conjunction with the accompanying drawings and embodiments. It should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific manner, and therefore cannot be understood as a limitation on the present invention. The terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0035] like Figures 1 to 3 As shown, the utility model provides a pull-type centrifugal automatic clutch, comprising an outer cover 1, a center sleeve 2 and a pressure plate 3 are rotatably arranged in the outer cover 1, a friction plate 11 and a steel plate 21 are arranged between the outer sides of the center sleeve 2 and the pressure plate 3, the friction plate 11 and the steel plate 21 are staggered and stacked, the outer transmission teeth of the friction plate 11 are matched with the U-shaped groove in the outer cover 1, and the inner transmission teeth of the steel plate 21 are meshed with the outer gear ring of the center sleeve 2. The friction torque is generated by the combination of the friction plate 11 and the steel plate 21 and transmitted to the center sleeve 2. The opening end of the outer cover 1 is fixedly connected with a mounting seat 4, and a balanced distribution of a flyweight group 42 is hinged in the mounting seat 4 through a positioning ring 41, a pressure plate 5 is arranged between the flyweight group 42 and the pressure plate 3, and a reset torsion spring 43 that can adjust the centrifugal motion force of the flyweight group 42 is arranged on the positioning ring 41; a groove 31 for installing a main spring 32 is arranged on the side of the pressure plate 3 away from the center sleeve 2, and the free end of the main spring 32 is in contact with the pressure plate 5 through a connecting assembly 51. Specifically, the mounting seat 4 is provided with an annular clamping position matched with the positioning ring 41, and the mounting seat 4 is also provided with a limiting groove for accommodating the flying weight group 42, and the flying weight group 42 can rotate around the positioning ring 41 in the limiting groove. The edge of the limiting groove is provided with a limiting edge that can limit the movement position limit of the flying weight group 42. Through the design of the limiting edge, the limit of the centrifugal movement of the flying weight group 42 can be mainly limited, thereby limiting the initial and final downward pressure stroke limit of the flying weight, and at the same time limiting the limit pressure generated by the centrifugal operation of the flying weight, thereby limiting the pressure and compensation stroke of the pressure plate 3 (here, the friction plate 11 will be worn after being used for too long, which is equivalent to the pressure plate 3 needing to be pressed down more to combine and transmit power, and the downward pressure stroke of the flying weight is divided into two parts, the front part is the separation stroke from the contact point to the separation state, plus the compensation stroke that needs to be increased after the wear of the contact point).

[0036] In addition, the bottom of the outer cover 1 is connected to the transmission gear 6 through a rivet 62, and a disc spring 63 is provided between the transmission gear 6 and the outer cover 1. A square through hole is opened on the wheel surface of the transmission gear 6, and a shock-absorbing spring 61 is installed in the square through hole. A cover plate 8 is also provided on the outside of the transmission gear 6, and a groove 31 matched with the shock-absorbing spring 61 is also provided at the bottom of the outer cover 1. The transmission gear 6 has a matching driving gear (driving the overall rotation of the clutch, that is, the outer cover 1, the transmission gear 6, the cover plate 8, the shock-absorbing spring 61, the disc spring 63, and the shaft sleeve 7 are connected into one body through the rivet 62, and this whole will rotate synchronously with the transmission gear 6), and by setting the shock-absorbing spring 61, a small angle of advance or lag can be formed to form a vibration reduction effect and eliminate the vibration influence of the engine. Of course, the shock-absorbing spring 61 can also be set as a rubber shock-absorbing sleeve. The middle part of the transmission gear 6 is connected with a shaft sleeve 7, which is pressed on the main shaft, and the main shaft and the center sleeve 2 are splined to finally transmit the torque to the main shaft and the gearbox.

[0037] The working principle of the clutch of the utility model is:

[0038] The idling speed of common motorcycle engines is generally 1300-1600r / min. When the idling speed of the engine is high, such as close to 1600r / min, the flying weight has begun to do centrifugal motion without resistance, thereby applying pressure to the pressure plate 5, and then the friction plate 11 and the steel plate 21 are pressed and combined. That is, as soon as the ignition is turned on, the car is likely to start moving, which poses a great safety hazard. By adding the reset torsion spring 43, the resistance of the designed reset torsion spring 43 can be used to limit the starting force of the centrifugal motion of the flying weight, and the centrifugal force of the flying weight cannot overcome the elastic force of the reset torsion spring 43, that is, it is ensured that the flying weight will not do centrifugal motion in the idle state, thereby avoiding the above safety hazards. In addition, when the speed of the engine gradually increases, the pressure of the flying weight will gradually increase, that is, the pressure on the pressure plate 3 and the friction group may increase to exceed their tolerance range, thereby causing damage to the friction plate 11 and the steel plate 21 of the friction group. Through the design of the main spring 32, the flyweight group 42 is rotated by force to apply pressure to the pressure plate 5, and the pressure plate 5 acts on the main spring 32 through the connecting assembly 51, and the main spring 32 acts on the pressure plate 3. That is, no matter how large the force of the flyweight group 42 is, the actual pressure of the pressure plate 3 is finally applied by the main spring 32, and the pressure value of the main spring 32 can be reduced by design to reduce the spring stiffness, so that the spring force of the main spring 32 is kept in the required force value range, so as not to exceed the maximum bearing pressure of the friction plate 11, and avoid the friction plate 11 from being damaged. At the same time, no matter what speed the engine is at, the separation mechanism can be directly used to lift the pressure plate 3 for forced separation, and the forced separation force is equal to the force of the main spring 32, which is generally designed to be about 900N. After passing through the lever of the motorcycle handle, there is only about 5kg of separation force at the handle, which meets the motorcycle standard and is easier to operate.

[0039] In the above embodiment, by adding the reset torsion spring 43, the resistance of the reset torsion spring 43 can be designed to limit the starting force of the centrifugal movement of the flyweight, and the centrifugal force of the flyweight cannot overcome the elastic force of the reset torsion spring 43, that is, to ensure that the flyweight group 42 will not do centrifugal movement in the idle state, thereby avoiding the safety hazard of the train starting to move as soon as it is started, and also having the function of adjusting the starting speed. At the same time, when the torque of the reset torsion spring 43 increases, the flyweight needs a higher speed to be combined in the starting state, and the combination speed can be changed by adjusting this torque, and the design is in the state required by the customer. In addition, through the setting of the main spring 32, no matter how large the force of the flyweight group 42 is, the actual pressure of the pressure plate 3 is applied by the main spring 32, so that the pressure will not exceed the maximum bearing pressure of the friction plate 11, and the friction plate 11 is prevented from being damaged. Make the pressing force of the friction plate 11 more stable, the power transmission more linear, also have an overload protection function, and the operation of the handle is also easier.

[0040] like Figure 4 and Figure 5 As shown, the reset torsion spring 43 includes a limiting portion 431 for limiting the outer side of the flying weight group 42, and the two ends of the limiting portion 431 are respectively bent and extended with connecting portions 432, and the end of each connecting portion 432 is provided with a spiral portion 433 connected to the positioning ring 41; the end of the spiral portion 433 is provided with a support portion 434 that abuts against the mounting seat 4, and the rotation direction of the support portion 434 is opposite to that of the connecting portion 432. The limiting portion 431, the connecting portion 432, the spiral portion 433 and the supporting portion 434 are integrally formed, and the limiting force of the reset torsion spring 43 can be adjusted by setting the stiffness of the reset torsion spring 43 and the number of turns of the spiral portion 433.

[0041] like Figure 6 , Figures 1 to 3 As shown, an elastic member is provided between the side of the pressure plate 3 away from the main spring 32 and the center sleeve 2 , and the elastic member is used to separate the friction plate 11 and the pressure plate 3 .

[0042] Due to the design of the return torsion spring 43, when idling or shifting, the centrifugal force of the flying weight is less than the elastic force of the return torsion spring 43, and the pressure plate 5 does not apply pressure to the pressure plate 3, but the pressure plate 3 will be in an uncontrolled state. The pressure plate 3 may be in a state of pressing against the friction plate 11 and the steel plate 21 due to its own weight, or the pressure plate 3 may not be in a state of pressing against the friction plate 11 and the steel plate 21. If the pressure plate 3 is in a state of pressing against the friction plate 11, there will be a large residual torque, and there will be a large impact when shifting. Therefore, by arranging an elastic member between the pressure plate 3 and the center sleeve 2, the elastic member can make the pressure plate 3 and the friction plate 11 separated when idling or shifting, reduce the residual torque, reduce the impact when shifting, and make the operation more comfortable.

[0043] Specifically, it can be implemented in different ways, and some embodiments are listed as follows:

[0044] Example 1

[0045] The pressure plate 3 is provided with evenly distributed protrusions, a groove 31 is provided on one side of the protrusion, and a cylindrical groove 33 is provided on the other side of the protrusion. The elastic member installed in the cylindrical groove is a separation spring 34. By adding the separation spring 34, it can be ensured that the pressure plate 3 will not press against the friction plate 11 and the steel plate 21 when idling or shifting gears, and the friction group of the friction plate 11 and the steel plate 21 is ensured to be free of pressure, the residual torque of the friction group is reduced, the impact feeling during shifting gears is reduced, and the comfort of operation is improved. Specifically, an inward cylindrical protrusion is provided at the bottom of the groove 31, and a cylindrical groove 33 is provided on the cylindrical protrusion, and the cylindrical groove 33 is coaxial with the center line of the groove 31. That is, the separation spring 34 is designed on the inner side of the main spring 32, and the diameter of the separation spring 34 is smaller than the diameter of the main spring 32, that is, the elastic force of the separation spring 34 is relatively small. Compared with the previous design with a larger separation spring force, due to the friction between the flyweight and the pressure plate, and when the radial force arm formed by the pressure point of the flyweight and the center point of the flyweight shaft is shorter, the larger spring force of the separation spring will cause the flyweight and the pressure plate to get stuck, making it impossible for the flyweight to reset. The current smaller separation spring has a smaller spring force, so that there will not be a large contact force between the flyweight and the pressure plate, avoiding the flyweight and the pressure plate from getting stuck; it is also easy to install. When the separation force is too large, a larger force is required to press the pressure plate for assembly, which is very inconvenient to operate.

[0046] Implementation 2

[0047] Another way is that the elastic member is a separation disc spring (not shown in the figure), and the two sides of the separation disc spring directly abut against the bottom surface of the pressure plate 3 and the center sleeve 2, so that the pressure plate 3 and the friction plate 11 are in a separation state when idling or shifting. This way has a simple structure and does not require slotting.

[0048] like Figure 7 As shown, the connecting assembly 51 includes a spring washer 511 in contact with the main spring 32, a retaining spring 512 is provided on the pressure plate 3 to limit the spring washer 511, the retaining spring 512 is located on the side of the spring washer 511 away from the main spring 32, and a needle bearing 513 is provided between the spring washer 511 and the pressure plate 5. The flying weight group 42 is rotated by force to apply pressure to the pressure plate 5, the pressure plate 5 acts on the needle bearing 513, the needle bearing 513 then acts on the spring washer 511, the spring washer 511 acts on the evenly distributed main spring 32, and the main spring 32 then acts on the pressure plate 3. In addition, an annular protrusion extending upward is provided on the side of the spring washer 511 close to the needle bearing 513, the annular protrusion is used to limit the installation position of the needle bearing 513 and improve the strength of the spring washer 511, and at the same time, a bending protrusion is manufactured to make it easier to maintain flatness and improve the manufacturing qualification rate.

[0049] The preferred specific embodiments of the utility model are described in detail above. It should be understood that ordinary technicians in this field can make many modifications and changes based on the concept of the utility model without creative work. Therefore, all technical solutions that can be obtained by technicians in this technical field based on the concept of the utility model through logical analysis, reasoning or limited experiments on the basis of the existing technology should be within the scope of protection determined by the claims.

Claims

1. A pull-type centrifugal automatic clutch, comprising an outer cover (1), wherein a center sleeve (2) and a pressure plate (3) are rotatably arranged in the outer cover (1), a friction plate (11) and a steel plate (21) are arranged between the outer sides of the center sleeve (2) and the pressure plate (3), an opening end of the outer cover (1) is fixedly connected to a mounting seat (4), a balanced flyweight group (42) is hingedly connected in the mounting seat (4) through a positioning ring (41), a pressure plate (5) is arranged between the flyweight group (42) and the pressure plate (3), and the characteristics are: The positioning ring (41) is provided with a return torsion spring (43) capable of adjusting the centrifugal force of the flying weight group (42); a groove (31) for installing a main spring (32) is provided on the side of the pressure plate (3) away from the center sleeve (2); the free end of the main spring (32) is in contact with the pressure plate (5) via a connecting assembly (51).

2. The pull-type centrifugal automatic clutch according to claim 1, characterized in that: The return torsion spring (43) includes a limiting portion (431) for limiting the outer side of the flying weight group (42); the two ends of the limiting portion (431) are respectively bent and extended to form connecting portions (432); the end of each connecting portion (432) is provided with a spiral portion (433) connected to the positioning ring (41); the end of the spiral portion (433) is provided with a supporting portion (434) abutting against the mounting seat (4); the rotation direction of the supporting portion (434) is opposite to that of the connecting portion (432).

3. The pull-type centrifugal automatic clutch according to claim 1, characterized in that: The friction plate (11) and the steel plate (21) are stacked alternately, the outer transmission teeth of the friction plate (11) match the U-shaped groove in the outer cover (1), and the inner transmission teeth of the steel plate (21) mesh with the outer gear ring of the center sleeve (2).

4. The pull-type centrifugal automatic clutch according to claim 1, characterized in that: The connecting assembly (51) comprises a spring washer (511) in contact with the main spring (32); a retaining spring (512) for limiting the spring washer (511) is provided on the pressure plate (3); and a needle bearing (513) is provided between the spring washer (511) and the pressure plate (5).

5. The pull-type centrifugal automatic clutch according to claim 4, characterized in that: A side of the spring washer (511) close to the needle bearing (513) is provided with an annular protrusion extending upward.

6. The pull-type centrifugal automatic clutch according to claim 1, characterized in that: An elastic member is provided between the side of the pressure plate (3) away from the main spring (32) and the center sleeve (2).

7. The pull-type centrifugal automatic clutch according to claim 6, characterized in that: The pressure plate (3) is provided with evenly distributed protrusions, one side of the protrusion is provided with the groove (31), and the other side of the protrusion is provided with a columnar groove (33), and the elastic member installed in the columnar groove (33) is a separation spring (34).

8. The pull-type centrifugal automatic clutch according to claim 6, characterized in that: The elastic member is a separation disc spring.

9. The pull-type centrifugal automatic clutch according to claim 1, characterized in that: The mounting seat (4) is provided with an annular retaining member matched with the positioning ring (41), and the mounting seat (4) is also provided with a limiting groove for accommodating the flying weight group (42), and the flying weight group (42) can rotate around the positioning ring (41) in the limiting groove.

10. The pull-type centrifugal automatic clutch according to claim 9, characterized in that: The edge of the limiting groove is provided with a limiting edge which can limit the movement position limit of the flying weight group (42).

Images