Two-gear automatic wave clutch

Abstract

The utility model discloses a two-gear automatic clutch which comprises a first-gear automatic clutch and a second-gear driving gear which are used for being connected to a driving shaft, and further comprises a first-gear output assembly and a second-gear automatic clutch which are used for being connected to a driven shaft. The first-gear output assembly comprises a first-gear driven gear and a one-way bearing. The first-gear automatic clutch is in transmission connection with the first-gear driven gear; the second-gear driving gear is in transmission connection with the second-gear automatic clutch; the transmission ratio of the first-gear automatic clutch to the first-gear output assembly is higher than that of the second-gear driving gear to the second-gear automatic clutch. The transmission has a two-gear speed regulation function, and when a vehicle is started, power output by the driving shaft is automatically transmitted to the driven shaft through the first-gear clutch and the first-gear output assembly; when the rotating speed of the driving shaft is increased, power output by the driving shaft is automatically transmitted to the driven shaft through the second-gear driving gear and the second-gear clutch; a driver does not need to shift gears in the vehicle starting stage, and the vehicle driving operation difficulty can be lowered.

Description

Technical Field

[0001] The utility model relates to the technical field of clutches, in particular to an automatic clutch. Background Art

[0002] The existing motorcycle clutch usually only has the function of connecting and disconnecting power, but does not have the function of shifting gears and adjusting speed. Therefore, during the vehicle starting process, the gearbox needs to be manually operated to shift gears, so that the vehicle changes from neutral to first gear, and then switches to second gear and higher gears as the vehicle speed increases. However, manual shifting is troublesome and requires high operating skills from the driver. Utility Model Content

[0003] In view of this, the purpose of the utility model is to provide a two-speed automatic clutch to solve the technical problem that the existing motorcycle clutch does not have the function of automatic gear shifting and speed regulation, and the gear shifting needs to be operated manually when the vehicle starts.

[0004] The utility model two-speed automatic clutch comprises a first-speed automatic clutch and a second-speed driving tooth connected to a driving shaft, and also comprises a first-speed output assembly and a second-speed automatic clutch connected to a driven shaft; the first-speed output assembly comprises a first-speed driven gear and a one-way bearing arranged in the first-speed driven gear; the first-speed automatic clutch is transmission-connected to the first-speed driven gear; the second-speed driving tooth is transmission-connected to the second-speed automatic clutch; the transmission ratio of the first-speed automatic clutch and the first-speed output assembly is higher than the transmission ratio of the second-speed driving tooth and the second-speed automatic clutch.

[0005] Further, the first gear automatic clutch is a shoe-type automatic clutch, and the shoe-type automatic clutch includes a friction cover assembly and a shoe centrifugal unit;

[0006] The friction cover assembly comprises a cover shell and a first gear driving tooth fixedly connected to the cover shell, and the first gear driving tooth is meshed with the first gear driven gear;

[0007] The shoe centrifugal unit is arranged in the cover shell, and the shoe centrifugal unit includes an active disk assembly, a shoe and a tension spring for driving the shoe to reset. The active disk assembly includes a disk body, a rivet column hinged on the disk body and an internal spline sleeve connected to the disk body, the internal spline sleeve is used to connect the active shaft, the shoe is hinged on the rivet column, one end of the tension spring is hooked on the shoe, and the other end of the tension spring is hooked on the active disk assembly; the internal spline sleeve, the first gear driving tooth and the second gear driving tooth are coaxially arranged.

[0008] Further, the second-gear clutch is a flying ball type automatic centrifugal clutch, and the flying ball type automatic centrifugal clutch includes a transmission outer cover unit, a friction plate clutch unit, a centrifugal ball and an axial limit collar;

[0009] The transmission cover unit comprises a second-gear driven tooth meshing with the second-gear driving tooth and a transmission cover connected to the second-gear driven tooth, wherein the second-gear driven tooth is provided with a guide inclined groove for limiting the moving track of the centrifugal ball, and the centrifugal ball is arranged in the guide inclined groove;

[0010] The friction plate clutch unit comprises a center sleeve, a friction transmission assembly and a pressure plate assembly, wherein the center sleeve is provided with an inner spline hole for connecting the driven shaft, the friction transmission assembly comprises an active friction plate and a driven friction plate which are sleeved on the center sleeve and arranged crosswise and overlapping with each other, the pressure plate assembly comprises an upper pressure plate located above the friction transmission assembly, a lower pressure plate located below the friction transmission assembly, a spring supported between the upper pressure plate and the lower pressure plate, and spring limit columns respectively arranged on the upper pressure plate and the lower pressure plate, and the lower pressure plate is in contact with the centrifugal ball;

[0011] The axial limit collar is arranged on the transmission outer cover, and the axial limit collar rests on the upper pressure plate.

[0012] Furthermore, the first-gear output assembly also includes an intermediate transmission sleeve arranged in the one-way bearing.

[0013] Beneficial effects of the utility model:

[0014] The utility model has a two-speed automatic clutch with a two-speed speed regulation function. When the vehicle starts, the power output by the driving shaft is automatically transmitted to the driven shaft via the first-speed clutch and the first-speed output component; when the speed of the driving shaft increases, the power output by the driving shaft is automatically transmitted to the driven shaft via the second-speed driving gear and the second-speed clutch; so that the driver does not need to operate the gear shifting operation in the starting stage of the vehicle, which can reduce the difficulty of vehicle driving operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a cross-sectional structural diagram of a two-speed automatic clutch. DETAILED DESCRIPTION

[0016] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0017] As shown in the figure, the two-speed automatic clutch in this embodiment includes a first-speed automatic clutch and a second-speed driving tooth 1 for connecting to the driving shaft, and also includes a first-speed output assembly and a second-speed automatic clutch for connecting to the driven shaft; the first-speed output assembly includes a first-speed driven gear 2 and a one-way bearing 3 arranged in the first-speed driven gear; the first-speed automatic clutch and the first-speed driven gear are transmission connected; the second-speed driving tooth and the second-speed automatic clutch are transmission connected; the transmission ratio of the first-speed automatic clutch and the first-speed output assembly is higher than the transmission ratio of the second-speed driving tooth and the second-speed automatic clutch.

[0018] In this embodiment, the first gear automatic clutch is a shoe-type automatic clutch, and the shoe-type automatic clutch includes a friction cover assembly and a shoe centrifugal unit.

[0019] The friction cover assembly comprises a cover shell 4 and a first gear driving tooth 5 fixedly connected to the cover shell, and the first gear driving tooth is meshed with the first gear driven gear.

[0020] The shoe centrifugal unit is arranged in the cover shell, and the shoe centrifugal unit includes an active disk assembly 6, a shoe 7 and a tension spring 8 for driving the shoe to reset. The active disk assembly 6 includes a disk body 61, a rivet column 62 hinged on the disk body and an internal spline sleeve 63 connected to the disk body, the internal spline sleeve is used to connect the driving shaft, the shoe is hinged on the rivet column, one end of the tension spring is hooked on the shoe, and the other end of the tension spring is hooked on the active disk assembly; the internal spline sleeve, the first gear driving tooth and the second gear driving tooth are coaxially arranged.

[0021] In this embodiment, the second gear clutch is a flying ball type automatic centrifugal clutch, and the flying ball type automatic centrifugal clutch includes a transmission outer cover unit, a friction plate clutch unit, a centrifugal ball 9 and an axial limit collar 10.

[0022] The transmission cover unit comprises a second-gear driven tooth 11 meshing with the second-gear driving tooth and a transmission cover 12 connected to the second-gear driven tooth. The second-gear driven tooth is provided with a guide inclined groove 13 for limiting the moving trajectory of the centrifugal ball. The centrifugal ball is arranged in the guide inclined groove.

[0023] The friction plate clutch unit includes a center sleeve 14, a friction transmission assembly and a pressure plate assembly. The center sleeve is provided with an internal spline hole 15 for connecting the driven shaft. The friction transmission assembly includes an active friction plate 16 and a driven friction plate 17 which are sleeved on the center sleeve and arranged crosswise and overlapping with each other. The pressure plate assembly includes an upper pressure plate 18 located above the friction transmission assembly, a lower pressure plate 19 located below the friction transmission assembly, a spring 20 supported between the upper pressure plate and the lower pressure plate, and spring limit columns 21 respectively arranged on the upper pressure plate and the lower pressure plate, and the lower pressure plate is in contact with the centrifugal ball.

[0024] The axial limit collar is arranged on the transmission outer cover, and the axial limit collar rests on the upper pressure plate.

[0025] In a specific implementation, the first gear automatic clutch and the second gear driving gear are connected to the driving shaft of the engine, and the first gear output assembly and the second gear automatic clutch are connected to the driven shaft of the engine. When the vehicle starts, the engine starts to work, the driving shaft starts to accelerate, and the driving shaft rotates to drive the shoe centrifugal unit of the first gear clutch to rotate, so that the shoe 7 can expand outward under the action of the centrifugal force and contact the cover 4. The friction between the shoe 7 and the cover 4 increases, thereby driving the cover to rotate. The rotation of the cover drives the first gear driving gear 5 to rotate synchronously, and the first gear driving gear 5 transmits power to the first gear driven gear 2, and the first gear driven gear 2 transmits power to the one-way bearing 3, and the one-way bearing 3 transmits power to the driven shaft for output.

[0026] The engine driving shaft also drives the second gear driving shaft to rotate, and the second gear driving gear 1 drives the transmission cover unit of the second gear clutch to rotate synchronously. However, since the speed of the engine driving shaft is relatively low during the vehicle starting stage, the centrifugal ball 9 rotating with the transmission cover unit cannot overcome the thrust of the spring 20 to make the active friction plate 16 and the driven friction plate 17 combine. Therefore, during the vehicle starting stage, the second gear clutch is in a disengaged state, and the power cannot be transmitted to the driven shaft through the second gear clutch.

[0027] When the vehicle starts, the engine speed continues to rise, and then the second gear driving gear 1 drives the second gear clutch transmission cover unit to rotate. When the speed increases to the point where the centrifugal ball 9 overcomes the thrust of the spring 20 and allows the active friction plate 16 to engage with the driven friction plate 17, the power is output through the transmission cover 12, the active friction plate 16, the driven friction plate 17, the center sleeve 14 and the driven shaft in sequence. Since the transmission ratio of the first gear automatic clutch and the first gear output assembly is higher than the transmission ratio of the second gear driving gear and the second gear automatic clutch, the speed of the driven shaft is higher than that of the first gear driven gear 2 in the second gear clutch engagement transmission state. At this time, the one-way bearing 3 is in a slipping state, and the first gear driven gear 2 cannot transmit power to the driven shaft through the one-way bearing 3.

[0028] The two-speed automatic clutch in this embodiment has a two-speed speed regulation function. When the vehicle starts, the power output by the driving shaft is automatically transmitted to the driven shaft via the first-speed clutch and the first-speed output assembly; when the speed of the driving shaft increases, the power output by the driving shaft is automatically transmitted to the driven shaft via the second-speed driving gear and the second-speed clutch; this makes it unnecessary for the driver to operate the gear shifting during the vehicle starting stage, thereby reducing the difficulty of vehicle driving operation.

[0029] As an improvement to the above embodiment, the first gear output assembly further comprises an intermediate transmission sleeve 22 arranged in the one-way bearing. By switching the intermediate transmission sleeve 22, the one-way bearing 3 can be connected to driven shafts of different sizes.

[0030] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A two-speed automatic clutch, characterized in that: It includes a first-gear automatic clutch and a second-gear driving gear connected to a driving shaft, and also includes a first-gear output assembly and a second-gear automatic clutch connected to a driven shaft; the first-gear output assembly includes a first-gear driven gear and a one-way bearing arranged in the first-gear driven gear; the first-gear automatic clutch is transmission-connected to the first-gear driven gear; the second-gear driving gear is transmission-connected to the second-gear automatic clutch; the transmission ratio of the first-gear automatic clutch to the first-gear output assembly is higher than the transmission ratio of the second-gear driving gear to the second-gear automatic clutch.

2. The two-speed automatic clutch according to claim 1, characterized in that: The first gear automatic clutch is a shoe-type automatic clutch, and the shoe-type automatic clutch includes a friction cover assembly and a shoe centrifugal unit; The friction cover assembly comprises a cover shell and a first gear driving tooth fixedly connected to the cover shell, and the first gear driving tooth is meshed with the first gear driven gear; The shoe centrifugal unit is arranged in the cover shell, and the shoe centrifugal unit includes an active disk assembly, a shoe and a tension spring for driving the shoe to reset. The active disk assembly includes a disk body, a rivet column hinged on the disk body and an internal spline sleeve connected to the disk body, the internal spline sleeve is used to connect the active shaft, the shoe is hinged on the rivet column, one end of the tension spring is hooked on the shoe, and the other end of the tension spring is hooked on the active disk assembly; the internal spline sleeve, the first gear driving tooth and the second gear driving tooth are coaxially arranged.

3. The two-speed automatic clutch according to claim 1, characterized in that: The second-gear automatic clutch is a flying ball type automatic centrifugal clutch, which includes a transmission cover unit, a friction plate clutch unit, a centrifugal ball and an axial limit collar; The transmission cover unit comprises a second-gear driven tooth meshing with the second-gear driving tooth and a transmission cover connected to the second-gear driven tooth, wherein the second-gear driven tooth is provided with a guide inclined groove for limiting the moving track of the centrifugal ball, and the centrifugal ball is arranged in the guide inclined groove; The friction plate clutch unit comprises a center sleeve, a friction transmission assembly and a pressure plate assembly, wherein the center sleeve is provided with an inner spline hole for connecting the driven shaft, the friction transmission assembly comprises an active friction plate and a driven friction plate which are sleeved on the center sleeve and arranged crosswise and overlapping with each other, the pressure plate assembly comprises an upper pressure plate located above the friction transmission assembly, a lower pressure plate located below the friction transmission assembly, a spring supported between the upper pressure plate and the lower pressure plate, and spring limit columns respectively arranged on the upper pressure plate and the lower pressure plate, and the lower pressure plate is in contact with the centrifugal ball; The axial limit collar is arranged on the transmission outer cover, and the axial limit collar rests on the upper pressure plate.

4. The two-speed automatic clutch according to claim 1, characterized in that: The first gear output assembly also includes an intermediate transmission sleeve arranged in the one-way bearing.

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