CVT active clutch

Abstract

The utility model relates to a CVT driving clutch which comprises a driving shaft used for being connected with an engine shaft, a fixed disc, a sliding disc, a fixed cover and a ball assembly, the fixed disc, the sliding disc and the fixed cover are sequentially arranged in the axial direction of the driving shaft, the ball assembly is arranged between the fixed cover and the sliding disc, and a space used for being sleeved with a transmission belt is formed between the fixed disc and the sliding disc. The driving shaft at least comprises a first connecting section and a second connecting section which are sequentially arranged on an engine shaft in a sleeving mode in the axial direction. One end of the first connecting section is fixedly connected with the fixing disc, a first shaft shoulder is formed at the other end of the first connecting section, and a bearing used for making contact with the inner circumferential face of the transmission belt is arranged on the first shaft shoulder in a sleeving mode and abuts against the first shaft shoulder. One end of the second connecting section is fixedly connected with the fixed cover and is in threaded connection with the engine shaft by penetrating a screw into the second connecting section, so that the other end of the second connecting section is propped against the first connecting section. The structure can avoid the situation that the transmission belt is abraded during idling, the service life is longer, and maintenance and replacement are faster and more convenient.

Description

Technical Field

[0001] The utility model belongs to the technical field of clutches, and in particular relates to a CVT active clutch. Background Art

[0002] The CVT clutch includes the active clutch, the driven clutch, the transmission belt between the two and other basic components. The power transmission and change are achieved by changing the meshing radius of the active clutch, the driven clutch cone surface and the transmission belt. The existing active clutch generally includes a driving shaft, a fixed plate, a sliding plate, a ball assembly, and a fixed cover arranged on the active shaft in sequence along the axial direction. Among them, the active shaft used to connect the engine shaft usually adopts an integrated molding structure, and the fixed plate and the sliding plate form a V-shaped groove through the cone surface to mesh with the transmission belt for transmission.

[0003] However, the above structure has certain usage defects. First, in the idle state, because the transmission belt is directly mounted on the driving shaft and its inner circumference is in direct contact with the driving shaft, it will rub the transmission belt as the driving shaft rotates. Therefore, the transmission belt needs to be replaced frequently, and its service life is very short. At the same time, the rationality of heat dissipation and dustproof design is also an important factor affecting the service life of the clutch. Second, because the above components are sequentially inserted into the driving shaft for installation, they need to be removed one by one before they can be replaced when repairing and replacing them, which is very time-consuming and labor-intensive. Utility Model Content

[0004] The technical problem to be solved by the utility model is to overcome the above problems and provide a CVT active clutch with a prolonged service life and convenient and quick replacement.

[0005] The technical solution of the utility model is:

[0006] A CVT active clutch comprises a driving shaft for connecting to an engine shaft, a fixed plate, a sliding plate, a fixed cover and a ball assembly arranged in sequence along the axial direction of the driving shaft, wherein a space for fitting a transmission belt is formed between the fixed plate and the sliding plate, and is characterized in that:

[0007] The driving shaft at least includes a first connecting section and a second connecting section which are sequentially sleeved on the engine shaft along the axial direction; one end of the first connecting section is fixedly connected to the fixed plate, and the other end is formed with a first shaft shoulder, and the first shaft shoulder is sleeved with a bearing for contacting the inner circumference of the transmission belt and the bearing abuts against the end surface of the first shaft shoulder; one end of the second connecting section is fixedly connected to the fixed cover, and a screw is inserted into the second connecting section and threadedly connected to the engine shaft, so that the other end of the second connecting section abuts against the first connecting section.

[0008] With the aid of the above structure, the utility model sets a bearing on the driving shaft to contact the transmission belt at idle speed, thereby preventing the problem of idling transmission belt wear. In addition, a segmented driving shaft is adopted, and damaged parts can be quickly disassembled and replaced.

[0009] Furthermore, in the CVT active clutch described in the utility model, the bearing adopts a deep groove ball bearing.

[0010] Furthermore, in the CVT active clutch described in the utility model, at least one adjusting gasket is abutted between the first connecting section and the second connecting section, and the adjusting gasket is sleeved on the engine shaft. By changing the number of adjusting gaskets between the two connecting sections, the speed ratio variation range can be flexibly adjusted, which is more time-saving and labor-saving and has high adaptability compared to the traditional method of having to replace the entire active shaft.

[0011] Furthermore, in the CVT active clutch described in the utility model, a second shaft shoulder is provided on the second connecting section, and the fixing cover is sleeved on the second shaft shoulder and fixed and tightened by screws.

[0012] Furthermore, in the CVT active clutch described in the utility model, the fixed cover is provided with a plurality of heat dissipation holes along the same circumference, and a shielding plate for shielding or opening the heat dissipation hole is radially slidably connected to the outer wall of the fixed cover corresponding to each heat dissipation hole, and a reset spring is connected between the shielding plates. In the above structure, the shielding plate can realize radial sliding along the outer surface of the fixed cover under the action of the rotating centrifugal force, so as to cooperate with the opening and closing of the heat dissipation hole, and the heat dissipation hole has a large opening area at high speed and a small opening area at idle speed, thereby realizing automatic adjustment of the heat dissipation air volume.

[0013] Furthermore, in the CVT active clutch described in the utility model, the fixed cover is provided with radially extending convex ribs corresponding to each other outside each heat dissipation hole, and the convex ribs are recessed with radial slide grooves. A sliding block is provided at the lower end of the baffle plate, and the sliding block is embedded in the radial slide groove and the two are slidably matched.

[0014] Furthermore, in the CVT active clutch described in the utility model, when the shielding plate is at the innermost end of its sliding stroke, the shielding plate does not completely block the heat dissipation hole.

[0015] The beneficial effects of the utility model are:

[0016] 1. The utility model sets a bearing on the driving shaft, and can use the bearing to replace the driving shaft to directly contact the transmission belt in the idle state, so as to avoid the situation that the transmission belt is rubbed all the time in the idle state, effectively prolonging the service life of the transmission belt. In addition, the segmented driving shaft design is used to replace the integrated shaft, which can facilitate the rapid replacement of damaged parts and is convenient for maintenance.

[0017] 2. The utility model adds an adjusting gasket between the two connecting sections, and the speed ratio can be adjusted by changing the number of the adjusting gaskets without replacing the entire driving shaft. It can fully meet different speed change usage requirements, has a simple structure, and is easy to use.

[0018] 3. The utility model adds a shielding plate outside the fixed cover that can slide radially under the action of rotating centrifugal force, thereby shielding or opening the heat dissipation holes, and can adjust the heat dissipation air volume according to the actual working conditions, thereby achieving good heat dissipation and dust prevention effects and improving the overall service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic cross-sectional view of the structure of Example 1.

[0020] Figure 2 This is a schematic diagram of the structure of the fixed cover part in Example 2. DETAILED DESCRIPTION

[0021] The utility model is now further described in conjunction with the accompanying drawings:

[0022] Example 1

[0023] Reference Figure 1 As shown, this embodiment proposes a CVT active clutch, including a driving shaft 1 for connecting to an engine shaft 5, a fixed plate 2, a sliding plate 3, a fixed cover 4 arranged in sequence along the axial direction of the driving shaft 1, and a ball assembly arranged between the fixed cover 4 and the sliding plate 3, wherein a space for installing a transmission belt is formed between the fixed plate 2 and the sliding plate 3.

[0024] The driving shaft 1 includes a first connecting section 101 and a second connecting section 102 which are sequentially sleeved on the engine shaft 5 along the axial direction; one end of the first connecting section 101 is fixedly connected to the fixed plate 2, and the other end is formed with a first shaft shoulder 101a, and the first shaft shoulder 101a is sleeved with a bearing 6 for contacting the inner circumference of the transmission belt, and the bearing 6 abuts against the end surface of the first shaft shoulder 101a; the bearing 6 adopts a deep groove ball bearing. One end of the second connecting section 102 is fixedly connected to the fixed cover 4, and is threadedly connected to the engine shaft 5 by screws inserted into the second connecting section 102, so that the other end of the second connecting section 102 abuts against the first connecting section 101. Specifically, the second connecting section 102 is provided with a second shaft shoulder 102a, and the fixed cover 4 is sleeved on the second shaft shoulder 102a and fixed and pressed by screws.

[0025] At least one adjusting washer 7 is abutted between the first connecting section 101 and the second connecting section 102 , and the adjusting washer 7 is sleeved on the engine shaft 5 .

[0026] In the present embodiment, when idling, the transmission belt contacts the bearing 6 instead of directly contacting the driving shaft 1, so that the inner circumference of the transmission belt will not be constantly rubbed to cause damage to the transmission belt, which can effectively extend the service life. At the same time, since the driving shaft 1 is divided into two sections and is sleeved on the engine shaft 5 and fixed by screws, it is easy to disassemble and replace the vulnerable parts on the driving shaft 1. Compared with the traditional integrated driving shaft 1, disassembly and maintenance are more convenient, and the number of adjusting gaskets 7 abutting between the two connecting sections can also be flexibly and quickly increased or decreased to achieve the adjustment of the speed ratio without replacing the entire driving shaft 1, which is more time-saving and labor-saving.

[0027] Example 2

[0028] Reference Figure 2 This embodiment is basically the same as the embodiment 1, except that: the fixed cover 4 is provided with a plurality of heat dissipation holes 401 along the same circumference, and a shielding plate 8 for shielding or opening the heat dissipation holes is radially slidably connected to the outer wall of the fixed cover 4 corresponding to each heat dissipation hole 401, and a reset spring 12 is connected between two shielding plates 8. Among them, the fixed cover 4 is provided with radially extending convex ribs 9 corresponding to each heat dissipation hole 401, and the convex ribs 9 are concavely provided with radial slide grooves 11, and the lower end of the shielding plate 8 is provided with a slider 10, and the slider 10 is embedded in the radial slide groove 11 and the two slide in cooperation. When the shielding plate 8 is at the innermost end of its sliding stroke, the shielding plate 8 does not completely shield the heat dissipation hole 401.

[0029] In this embodiment, a baffle plate 8 is designed to cooperate with each heat dissipation hole 401 on the outside of the fixed cover 4. When idling, the baffle plate 8 partially blocks the heat dissipation hole 401, which can effectively prevent dust from entering. As the speed of the clutch increases, under the action of the high-speed rotating centrifugal force, the baffle plate 8 moves radially outward, thereby opening the heat dissipation hole 401 over a large area, further improving ventilation and heat dissipation.

[0030] The specific embodiments described herein are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A CVT active clutch, comprising a driving shaft for connecting to an engine shaft, a fixed plate, a sliding plate, a fixed cover, and a ball assembly arranged in sequence along the axial direction of the driving shaft, wherein a space for a transmission belt to be mounted is formed between the fixed plate and the sliding plate, and characterized in that: The driving shaft at least includes a first connecting section and a second connecting section which are sequentially sleeved on the engine shaft along the axial direction; one end of the first connecting section is fixedly connected to the fixed plate, and the other end is formed with a first shaft shoulder, and the first shaft shoulder is sleeved with a bearing for contacting the inner circumference of the transmission belt and the bearing abuts against the end surface of the first shaft shoulder; one end of the second connecting section is fixedly connected to the fixed cover, and a screw is inserted into the second connecting section and threadedly connected to the engine shaft, so that the other end of the second connecting section abuts against the first connecting section.

2. The CVT active clutch according to claim 1, characterized in that: The bearing adopts a deep groove ball bearing.

3. The CVT active clutch according to claim 1, characterized in that: At least one adjusting gasket is abutted between the first connecting section and the second connecting section, and the adjusting gasket is sleeved on the engine shaft.

4. The CVT active clutch according to claim 1, characterized in that: The second connecting section is provided with a second shaft shoulder, and the fixing cover is sleeved on the second shaft shoulder and fixed and pressed by screws.

5. The CVT active clutch according to claim 1, characterized in that: The fixed cover is provided with a plurality of heat dissipation holes along the same circumference line, and a shielding plate for shielding or opening the heat dissipation hole is radially slidably connected to the outer wall of the fixed cover corresponding to each heat dissipation hole, and a reset spring is connected between each shielding plate.

6. The CVT active clutch according to claim 5, characterized in that: The fixed cover is provided with radially extending convex ribs corresponding to each heat dissipation hole outside, and the convex ribs are concavely provided with radial sliding grooves. The lower end of the shielding plate is provided with a sliding block, and the sliding block is embedded in the radial sliding groove and the two are slidably matched.

7. The CVT active clutch according to claim 5 or 6, characterized in that: When the shielding plate is at the innermost end of its sliding stroke, the shielding plate does not completely shield the heat dissipation hole.

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