Electric control clutch capable of being disengaged at idle speed

Abstract

The utility model relates to the technical field of clutches, and discloses an idling disengageable electric control clutch which comprises a flywheel assembly, a damping running-in disc assembly is installed on the inner side of the flywheel assembly, a pressing disc assembly is installed on the other side of the damping running-in disc assembly, and a diaphragm spring assembly is installed on the other side of the pressing disc assembly. And a mounting rod assembly is mounted in the middle of the diaphragm spring assembly. The groove rib on the outermost side of the flywheel assembly is changed into the 15-degree inclined face from the original vertical face, silicone oil can be concentrated on the outer ring due to the centrifugal force effect and then enters the hole in the middle through the groove body in the middle of the groove rib, oil return is achieved, and then the clutch can be disengaged when the whole vehicle is at the idle speed. And the fuel consumption of the whole vehicle is further reduced. And meanwhile, due to idling separation, noise generated when the whole vehicle is in a parking state can be reduced, and the use experience of terminal clients is improved through the change.

Description

Technical Field

[0001] The utility model relates to the technical field of clutches, and particularly relates to an electronically controlled clutch that can be disengaged at idle speed. Background Technique

[0002] The application number is CN201220158301.3, which discloses an electronically controlled silicone oil clutch, including a driving shaft seat, a driving plate; a housing, a front cover; a driven plate, a silicone oil storage cavity and an oil outlet hole. A sliding shaft fixing sleeve is fixed on the driven plate in the silicone oil storage cavity, a sliding shaft is movably connected in the sliding shaft fixing sleeve, a valve plate is fixed on the sliding shaft, and the valve plate is in contact connection with the oil outlet hole; a driving core shaft and a driving shaft sleeve are fixed on the driving shaft seat, an electromagnetic coil is fixed on the driving shaft sleeve, and the electromagnetic coil is electrically connected with an electronic control circuit. A temperature sensor is installed in the electronic control circuit, and the temperature sensor is installed on the radiator of the vehicle. This kind of electronically controlled silicone oil clutch has a simple and reasonable structure, can directly measure the temperature of the cooling water, uses an electromagnet to control the entry and exit of silicone oil between the driving plate and the housing, controls the engagement or disengagement of the clutch accurately and quickly, and the time taken for the fan to go from low speed to high speed is only 6 - 8 seconds, effectively reducing the fuel consumption and noise of the engine, and has practical and promotional value.

[0003] Although the above - mentioned utility model can not only dissipate the heat generated during the operation of the clutch through the interaction of the above three, but also increase the heat dissipation area and accelerate the heat dissipation speed. Moreover, the outer shell is provided with a heat conducting plate, which can accelerate the speed of heat conduction, prevent the silicone oil from overheating and failing, and the clutch from burning out, playing a role in ensuring the normal and stable operation of the clutch and extending its service life, which is beneficial to use. However, the drawback is that when the above - mentioned device is in use, the driving plate has not been able to achieve a disengaged state when the clutch is at idle speed, which will cause problems such as increased fuel consumption during use. Content of the Utility Model

[0004] The purpose of the present utility model is to provide an electronically controlled clutch that can be disengaged at idle speed to solve the problems raised in the above - mentioned background technique.

[0005] To solve the above - mentioned technical problems, the present utility model is realized through the following technical solutions:

[0006] The present utility model is an electronically controlled clutch that can be disengaged at idle speed, including a flywheel assembly. An anti - vibration and running - in disc assembly is installed inside the flywheel assembly, a pressure plate assembly is installed on the other side of the anti - vibration and running - in disc assembly, a diaphragm spring assembly is installed on the other side of the pressure plate assembly, and an installation rod assembly is installed in the middle of the diaphragm spring assembly.

[0007] Further, the flywheel assembly includes a disc body 1, a gear ring is installed on the outer side of the disc body 1, a bevel - groove rib is installed on its outer side, and a limit installation hole 1 is opened in the middle thereof.

[0008] Furthermore, the shock-absorbing running-in disc assembly includes a second disc body. A soft silicone installation groove is formed inside the second disc body, and it is installed inside the first disc body. An installation plate is installed in the middle of the soft silicone installation groove, a shock-absorbing disc is installed inside the installation plate, shock absorbers are installed around the shock-absorbing disc, and a second limiting installation hole is installed in the middle thereof.

[0009] Furthermore, the pressure plate assembly includes a third disc body. An installation notch is formed in the middle of the third disc body, and pressure blocks are installed around it. At the same time, it is installed on the other side of the second disc body. A spring piece is installed on the outer side of the pressure block, and a fixed connection end is installed at the end of the spring piece.

[0010] Furthermore, the diaphragm spring assembly includes a fourth disc body. A diaphragm spring is installed inside the fourth disc body, and a third limiting installation hole is installed in the middle thereof. At the same time, it is installed on the other side of the third disc body.

[0011] Furthermore, the installation rod assembly includes an installation rod body. A limiting rod body is installed at the front section of the installation rod body, and it is installed in the middle of the third limiting installation hole at the same time.

[0012] The utility model has the following beneficial effects:

[0013] (1) For an electronically controlled clutch with idle disengagement, the present utility model changes the groove ribs on the outermost side of the flywheel assembly from the original vertical to a 15° inclined plane. Since silicone oil will be concentrated on the outer ring due to the centrifugal force, and then enters the holes in the middle through the grooves in the middle of the groove ribs, oil return is achieved, and thus the clutch can be disengaged when the vehicle is idling. Further fuel consumption of the vehicle is reduced. At the same time, since the idle disengagement can also reduce the noise of the vehicle when it is in the parked state, this modification also improves the use experience of the end customers.

[0014] (2) For an electronically controlled clutch with idle disengagement, by replacing the running-in disc in the device with the current shock-absorbing running-in disc assembly, when using this device, beneficial effects of better shock absorption and buffering can be provided through its components during working braking. In this way, the driving experience is more comfortable when driving.

[0015] Of course, it is not necessary for any product implementing the present utility model to achieve all the above-mentioned advantages simultaneously. Description of the Drawings

[0016] To more clearly illustrate the technical solutions of the embodiments of the present utility model, the following will briefly introduce the drawings required for describing the embodiments. Obviously, the drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0017] Figure 1 It is a schematic diagram of the overall structure of an electronically controlled clutch with idle speed disengaging according to the present utility model;

[0018] Figure 2 It is a schematic diagram of the disassembled structure of an electronically controlled clutch with idle speed disengaging according to the present utility model;

[0019] Figure 3 It is a schematic diagram of the pressure plate assembly structure of an electronically controlled clutch with idle speed disengaging according to the present utility model;

[0020] Figure 4 It is a schematic diagram of the shock absorption and running-in disc assembly structure of an electronically controlled clutch with idle speed disengaging according to the present utility model;

[0021] In the drawings, the list of components represented by each reference numeral is as follows:

[0022] In the figure: 1. Flywheel assembly; 2. Shock absorption and running-in disc assembly; 3. Pressure plate assembly; 4. Diaphragm spring assembly; 5. Mounting rod assembly; 101. Disc body one; 102. Ring gear; 103. Inclined groove rib; 104. Limit mounting hole one; 201. Disc body two; 202. Soft silicon mounting groove; 203. Mounting plate; 204. Shock absorption disc; 205. Limit mounting hole two; 206. Shock absorber; 301. Disc body three; 302. Mounting notch; 303. Pressure block; 304. Elastic piece; 305. Fixed connection end; 401. Disc body four; 402. Diaphragm spring; 403. Limit mounting hole three; 501. Mounting rod body; 502. Limit rod body. Detailed implementation manners

[0023] The following will clearly and completely describe the technical solutions in the embodiments of the present utility model with reference to the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, rather than all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present utility model.

[0024] Please refer to Figure 1 - Figure 4As shown in the figure, the utility model relates to an electronically controlled clutch with idle speed disengaging function, which comprises a flywheel assembly 1. An anti-vibration running-in disc assembly 2 is installed inside the flywheel assembly 1. A pressure plate assembly 3 is installed on the other side of the anti-vibration running-in disc assembly 2. A diaphragm spring assembly 4 is installed on the other side of the pressure plate assembly 3. An installation rod assembly 5 is installed in the middle of the diaphragm spring assembly 4.

[0025] By changing the groove rib on the outermost side of the flywheel assembly 1 from the original vertical to a 15° inclined plane, silicone oil will concentrate on the outer ring due to the centrifugal force, and then enter the hole in the middle through the groove in the middle of the groove rib, realizing oil return. Subsequently, the clutch can be disengaged when the vehicle is idling. Further reducing the fuel consumption of the whole vehicle. At the same time, since the idling disengagement can also reduce the noise of the whole vehicle when it is in the parking state, this modification also improves the use experience of end customers.

[0026] The flywheel assembly 1 includes a first disc body 101. A gear ring 102 is installed on the outer side of the first disc body 101, and an inclined plane groove rib 103 is installed on its outer side. At the same time, a first limit installation hole 104 is opened in the middle. Through the optimized flywheel assembly 1, the outermost inclined plane groove rib 103 of the first disc body 101 can be changed from the original vertical to a 15° inclined plane. In this way, when the silicone oil clutch is in the disengaged state, the silicone oil will concentrate on the outer ring under the action of centrifugal force, and then enter the hole in the inner ring through the oil collecting groove, realizing the oil return work. By changing the outermost groove rib to a 15° inclined plane, the clutch can be disengaged when the vehicle is idling (i.e., the rotational speed is 800 RPM). In this way, the fuel consumption of the whole vehicle is further reduced. At the same time, since the idling disengagement can also reduce the noise of the whole vehicle when it is in the parking state, this modification also improves the use experience of end customers.

[0027] The shock-absorbing running-in disc assembly 2 includes a second disc body 201. A soft silicon installation groove 202 is provided inside the second disc body 201, and it is installed inside the first disc body 101. An installation plate 203 is installed in the middle of the soft silicon installation groove 202. A shock-absorbing disc 204 is installed inside the installation plate 203. A shock absorber 206 is installed around the shock-absorbing disc 204, and a second limit installation hole 205 is installed in the middle thereof. When the clutch is depressed, a gap is generated between the second disc body 201 and the first disc body 101, so that the second disc body 201 will disengage from the first disc body 101 outside the engine, enabling the engine to disconnect the power without stalling, thereby achieving smooth gear shifting. When the clutch is released, the second disc body 201 will tightly fit on the first flywheel 101 outside the engine, causing the transmission to rotate rapidly following the engine. During braking, when the second disc body 201 is connected to the limit rod body 502 installed on the engine and rotates, the shock absorber 206 therein can play a buffering role. And when rotating, when the shock-absorbing disc 204 is installed in the soft silicon installation groove 202, there will be a certain displacement space during left and right rotation, avoiding rigid braking.

[0028] The pressure plate assembly 3 includes a third disc body 301. An installation notch 302 is provided in the middle of the third disc body 301, and pressure blocks 303 are installed around it. At the same time, it is installed on the other side of the second disc body 201. A shrapnel 304 is installed outside the pressure block 303, and a fixed connection end 305 is installed at the end of the shrapnel 304. By means of the pressure blocks 303 installed outside the third disc body 301, the fixed connection end 305 at its end can be installed around the fourth disc body 401, and the diaphragm spring 402 enables it to have a certain resilience during braking.

[0029] The diaphragm spring assembly 4 includes a fourth disc body 401. A diaphragm spring 402 is installed inside the fourth disc body 401, and a third limit installation hole 403 is installed in the middle thereof. At the same time, it is installed on the other side of the third disc body 301.

[0030] The installation rod assembly 5 includes an installation rod body 501. A limit rod body 502 is installed at the front section of the installation rod body 501. At the same time, it is installed in the middle of the third limit installation hole 403. Through the installation rod body 501 in the installation rod assembly 5, it is fixedly connected to the outer transmission. And the limit rod body 501 at its front section passes through the first limit installation hole 104, the second limit installation hole 205, the installation notch 302 and the third limit installation hole 403, and limits the first limit installation hole 104 and the second limit installation hole 205 through its tooth pattern, so that the second disc body 201 rotates together with the transmission.

[0031] When using this device, the optimized flywheel assembly 1 can change the outermost inclined groove rib 103 of the first disk body 101 from the original vertical to a 15° inclined plane. In this way, when the silicone oil clutch is in the disengaged state, the silicone oil will be concentrated in the outer ring under the action of centrifugal force, and then enter the holes in the inner ring through the oil collecting groove to realize the oil return work. By changing the outermost groove rib to a 15° inclined plane, the clutch can be disengaged when the vehicle is idling (i.e., the rotational speed is 800 RPM), which further reduces the fuel consumption of the vehicle. At the same time, since the idling disengagement can also reduce the noise of the vehicle when it is in the parked state, this modification also improves the use experience of end customers. During installation, through the installation rod body 501 in the installation rod assembly 5, it is fixedly connected to the outer transmission, and the front-end limiting rod body 501 passes through the first limiting installation hole 104, the second limiting installation hole 205, the installation notch 302 and the third limiting installation hole 403, and limits the first limiting installation hole 104 and the second limiting installation hole 205 through its tooth pattern, so that the second disk body 201 rotates together with the transmission. Then, the third disk body 301 can install the fixed connection end 305 at its end around the fourth disk body 401 through the outer-mounted pressing block 303, and the diaphragm spring 402 can make it have a certain resilience during braking. In this way, when the clutch is depressed, a gap is generated between the second disk body 201 and the first disk body 101, so that the second disk body 201 disengages from the first disk body 101 outside the engine, disconnecting the power of the engine without stalling the engine, thereby enabling smooth gear shifting. When the clutch is released, the second disk body 201 will tightly fit on the first flywheel 101 outside the engine, causing the transmission to rotate rapidly following the engine. During braking, when the second disk body 201 is connected to the limiting rod body 502 installed on the engine and rotates, the shock absorber 206 therein can play a buffering role. And when the shock-absorbing disk 204 is installed in the soft silicone installation groove 202 and rotates left and right at this time, there will be a certain displacement space to avoid rigid braking.

[0032] The preferred embodiments of the present invention disclosed above are only used to help illustrate the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the present invention to the specific embodiments described. Obviously, many modifications and changes can be made according to the content of this specification. These embodiments are selected and specifically described in this specification to better explain the principle and practical application of the present invention, so that those skilled in the art in the relevant technical field can well understand and utilize the present invention. The present invention is only limited by the claims and their full scope and equivalents.

Claims

1. An electronically controlled clutch with idle disengagement, comprising a flywheel assembly (1), characterized in that: The inner side of the flywheel assembly (1) is provided with a shock-absorbing running-in disc assembly (2). The other side of the shock-absorbing running-in disc assembly (2) is provided with a pressure plate assembly (3). The other side of the pressure plate assembly (3) is provided with a diaphragm spring assembly (4). An installation rod assembly (5) is installed in the middle of the diaphragm spring assembly (4).

2. An electronically controlled clutch capable of disengaging at idle speed according to claim 1, characterized in that: The flywheel assembly (1) includes a first disc body (101). A gear ring (102) is installed on the outer side of the first disc body (101), and an inclined groove rib (103) is installed on its outer side. Meanwhile, a first limit installation hole (104) is opened in the middle thereof.

3. An electronically controlled clutch capable of disengaging at idle speed according to claim 1, characterized in that: The shock-absorbing running-in disc assembly (2) includes a second disc body (201). A soft silicon installation groove (202) is opened on the inner side of the second disc body (201), and it is installed on the inner side of the first disc body (101). An installation plate (203) is installed in the middle of the soft silicon installation groove (202). A shock-absorbing disc (204) is installed on the inner side of the installation plate (203). A shock absorber (206) is installed around the shock-absorbing disc (204), and a second limit installation hole (205) is installed in the middle thereof.

4. An electronically controlled clutch capable of disengaging at idle speed according to claim 1, characterized in that: The pressure plate assembly (3) includes a third disc body (301). An installation notch (302) is opened in the middle of the third disc body (301), and pressure blocks (303) are installed on its periphery. Meanwhile, it is installed on the other side of the second disc body (201). Elastic pieces (304) are installed on the outer sides of the pressure blocks (303), and fixed connection ends (305) are installed at the ends of the elastic pieces (304).

5. An electronically controlled clutch capable of disengaging at idle speed according to claim 1, characterized in that: The diaphragm spring assembly (4) includes a fourth disc body (401). A diaphragm spring (402) is installed on the inner side of the fourth disc body (401), and a third limit installation hole (403) is installed in the middle thereof. Meanwhile, it is installed on the other side of the third disc body (301).

6. An electronically controlled clutch capable of disengaging at idle speed according to claim 1, wherein: The installation rod assembly (5) includes an installation rod body (501). A limit rod body (502) is installed at the front section of the installation rod body (501). Meanwhile, it is installed in the middle of the third limit installation hole (403).

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