Separating structure of motorcycle clutch assembly

Abstract

The utility model relates to the technical field of motorcycle clutches, in particular to a motorcycle clutch assembly disengaging structure which comprises a clutch driving disc, a clutch driven disc is arranged in the clutch driving disc, a gland is detachably connected to the front side of the clutch driven disc, a round hole is formed in the middle of the front side of the gland, and a disengaging assembly is arranged in the round hole. The separating assembly comprises an annular fixing block, a pull rod is movably connected into the annular fixing block, a first annular fixing block is arranged on the outer wall of the pull rod, a first plane bearing is arranged on the front side of the first annular fixing block, a second annular fixing block is detachably connected to the outer wall of the pull rod, and a second plane bearing is arranged on the rear side of the second annular fixing block. According to the disengaging structure of the motorcycle clutch assembly, the first plane bearing and the second plane bearing are arranged in the disengaging assembly, so that the first annular fixing block and the second annular fixing block can freely rotate with the annular fixing blocks, friction generated when the connecting rod and the driven disc rotate is effectively reduced, and stability and durability of operation of the connecting rod are ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle clutches, in particular to a motorcycle clutch assembly disengagement structure. Background Art

[0002] The motorcycle clutch is installed between the engine and the speed reducer to cut off the power transmission between the two. Traditional motorcycles widely use multi-plate clutches, whose structure is to control the power output by pulling the connecting rod to separate and connect the driven plate and friction plate. The design advantage of the multi-plate clutch is that it can provide greater friction and adapt to the power requirements under different working conditions. However, the traditional multi-plate clutch usually uses springs to provide resistance to separation and connection between the driven plate and the friction plate. Although this design is simple, it can easily lead to the connecting rod being too deep into the clutch after long-term use, causing severe wear on the components, affecting the smoothness of operation and the durability of the structure.

[0003] Patent publication number CN115163688A discloses a motorcycle clutch disengagement structure, including an anti-slip block radially fitted to one side of a driven disc with a step provided, a plane bearing 1 embedded in the step, and the height of the plane bearing 1 exceeds the height of the anti-slip block step by 0.2 mm; the present invention adopts a structural design in which a plane bearing 1 is provided on the outside of the anti-slip block, which effectively prevents the connecting rod from slipping out, fully utilizes the space on the upper end face of the anti-slip block, and the contact area between the plane bearing 1 and the driven disc is larger, ensuring the stability of the connecting rod movement. The plane bearing 1 can quickly contact the driven disc, and the movement is faster, and the anti-slip block can contact the driven disc at the first time, ensuring that the connecting rod drives the driven disc to move at the first time, which is safe and reliable.

[0004] The above-mentioned existing technology still has shortcomings. The positioning bolts fix the position of the connecting rod and the sleeve, and the sleeve is fixed to the driven plate. This causes the connecting rod to rotate with the rotation of the driven plate, making it difficult for the plane bearings 1 and 2, and the ball bearings to function, or even completely ineffective. The connecting rod and the driven plate generate additional friction during rotation, especially the contact area between the connecting rod and the docking member used to pull the connecting rod to move, which is prone to increased wear due to friction, affecting the service life of the structure. Therefore, the existing clutch disengagement structure still has room for improvement in terms of stability and durability. In view of this, we propose a motorcycle clutch assembly disengagement structure. Utility Model Content

[0005] The purpose of the present utility model is to provide a disengagement structure of a motorcycle clutch assembly to solve the problems raised in the above background technology.

[0006] To achieve the above objectives, the present invention provides the following technical solutions:

[0007] A motorcycle clutch assembly disengagement structure includes a clutch active plate, which is connected to the engine output end and transmits the engine power. As the active component in the clutch assembly, it is used to drive the clutch driven plate and friction plate combination to transmit power. The clutch active plate is provided with a clutch driven plate, which is connected to the output shaft and transmits power to the output shaft through the friction plate combination. The clutch controls its separation and connection to cut off or connect the power transmission. The clutch active plate is connected to the output shaft through a sealed bearing. The front end of the output shaft passes through the rear side of the clutch driven plate and is threadedly connected to a clamping nut for clamping and fixing the connection between the clutch driven plate and the output shaft to ensure that the two are firmly combined. A plurality of active friction plates are arranged in the active plate and connected to the clutch active plate. The plates are responsible for transmitting power through the contact between the friction force and the driven friction plates to ensure the efficiency of power transmission. A plurality of driven friction plates are sleeved on the outer wall of the clutch driven plate and connected to the clutch driven plate. The plates have a function corresponding to that of the active friction plates. The plates transmit power to the clutch driven plate through friction force to control the separation and engagement of the clutch. The plurality of active friction plates and the plurality of driven friction plates are arranged in a front-to-back staggered manner. A pressure cover is detachably connected to the front side of the clutch driven plate by a plurality of long bolts. The cover is used to compress the friction plate combination, maintain the stability of the friction plate, and prevent it from falling off. The pressure is adjusted by the action of the spring to ensure the engagement and separation effect of the clutch.

[0008] A circular hole is provided in the middle of the front side of the gland for installing a disengagement assembly to ensure that the pull rod can pass through smoothly and perform the separation and engagement actions. The disengagement assembly is provided in the circular hole and is responsible for realizing the separation and engagement operations of the clutch, ensuring that the pull rod can smoothly pull the gland, thereby separating the friction plate assembly and controlling the transmission of power.

[0009] The disengagement assembly includes an annular solid block fixedly connected to the circular hole, which is fixedly connected to the circular hole for supporting and guiding the pull rod to ensure smooth operation and stability of the pull rod. The pull rod is movably connected to the annular solid block, and the clutch is separated by pulling to control the separation of the friction plate assembly. A first annular solid block is provided on the outer wall of the pull rod near the rear end, and a first annular groove is provided on the front side of the first annular solid block, and a second annular groove is provided on the rear side of the inner wall of the first annular groove. A first plane bearing is provided in the second annular groove, and the front side of the first plane bearing is in contact with the rear side of the annular solid block. The first plane bearing can enable the first annular solid block to rotate relative to the annular solid block, so that the annular solid block can rotate with the pressure cover without affecting the pull rod;

[0010] The outer wall of the pull rod is detachably connected to a second annular solid block, a third annular groove is provided on the rear side of the second annular solid block, a fourth annular groove is provided on the front side of the inner wall of the third annular groove, a second plane bearing is provided in the fourth annular groove, the rear side of the second plane bearing is in contact with the front side of the annular solid block, the second plane bearing can make the second annular solid block rotate relative to the annular solid block, so that the annular solid block can rotate with the pressure cover without affecting the pull rod, and the second annular solid block cooperates with the first annular solid block to position the pull rod so that it will not move excessively toward the inside of the clutch driven plate.

[0011] Preferably, the pressure cover is provided with a plurality of connecting tubes arranged in a circular array, and each of the long bolts is sleeved with a spring, the rear end of the spring is abutted against the rear side of the inner wall of the connecting tube, and the long bolt is also sleeved with an annular pressure plate, the front end of the spring is abutted against the rear side of the annular pressure plate, and the spring is sleeved on the long bolt to provide a clamping force to ensure the engagement and separation operation of the clutch in different states.

[0012] Preferably, a plurality of internal threaded columns arranged in a circular array are provided on the rear side of the inner wall of the clutch driven disc, and the threaded end of the long bolt passes through the rear side of the inner wall of the connecting tube and is threadedly connected to the internal threaded column, which is used to connect the pressure cover to the clutch driven disc, and the pressure is adjusted by the spring to ensure the engagement force and separation effect of the clutch.

[0013] Preferably, a first positioning ring is provided on the rear side of the annular solid block, and the front end of the first plane bearing is located in the first positioning ring, which is used to limit the position of the front end of the first plane bearing to prevent it from shifting.

[0014] Preferably, a first annular rubber pad is sleeved on the outer side of the first positioning ring, and the outer wall of the first annular rubber pad fits against the side surface of the inner wall of the first annular groove to play a role of buffering and sealing.

[0015] Preferably, a second positioning ring is provided on the front side of the annular solid block, and the rear end of the second plane bearing is located in the second positioning ring, which is used to limit the rear end position of the second plane bearing to ensure stable fit between it and the annular solid block and prevent displacement.

[0016] Preferably, a second annular rubber pad is sleeved on the outer side of the second positioning ring, and the outer wall of the second annular rubber pad fits against the side surface of the inner wall of the third annular groove to play a role of buffering and sealing.

[0017] Preferably, a fixing sleeve is provided on the front side of the second annular solid block, and a plurality of mounting holes arranged in a circular array are provided on the outer wall of the fixing sleeve. A fixing bolt is connected in each mounting hole, and a thread groove for threaded connection of the fixing bolt is provided on the outer wall of the pull rod. The fixing bolt is connected to the thread groove to ensure that the pull rod and the fixing sleeve are stably combined, thereby facilitating the disassembly and assembly of the second annular solid block, so as to facilitate the assembly of the separation component and the pressure cover.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] 1. The disengagement structure of the motorcycle clutch assembly, by providing a first plane bearing and a second plane bearing in the disengagement component, enables the first annular solid block and the second annular solid block to rotate freely with the annular solid block, thereby effectively reducing the friction between the connecting rod and the driven plate during rotation, ensuring the smooth operation and durability of the connecting rod.

[0020] 2. The motorcycle clutch assembly has a disengagement structure, and the second annular solid block cooperates with the first annular solid block to position the pull rod so that it will not move excessively toward the inside of the clutch driven plate.

[0021] 3. The disengagement structure of the motorcycle clutch assembly is connected to the threaded groove by a fixing bolt to ensure the stable combination of the pull rod and the fixed sleeve, thereby facilitating the disassembly and assembly of the second annular solid block and facilitating the assembly of the disengagement component and the gland. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0023] Figure 2 This is a schematic diagram of the overall decomposition structure of the utility model;

[0024] Figure 3 This is a schematic diagram of the assembly structure of the gland and the separation component in the present invention;

[0025] Figure 4 This is a schematic diagram of the exploded structure of the detachable component in the present invention;

[0026] Figure 5 This is one of the partial structural diagrams of the separation component in the present utility model;

[0027] Figure 6 This is the second partial structural diagram of the separation component in the present invention;

[0028] In the figure: 1. clutch active plate; 2. clutch driven plate; 20. internal threaded column; 3. output shaft; 4. pressing nut; 5. sealed bearing; 6. active friction plate; 7. driven friction plate; 8. pressure cover; 80. connecting tube; 81. circular hole; 9. disengagement assembly; 90. annular solid block; 900. first locating ring; 901. second locating ring; 91. pull rod; 910. threaded groove; 92. first annular solid block; 920. first annular groove; 921. second annular groove; 93. second annular solid block; 930. third annular groove; 931. fourth annular groove; 94. fixing sleeve; 940. mounting hole; 95. fixing bolt; 96. first plane bearing; 97. first annular rubber pad; 98. second plane bearing; 99. second annular rubber pad; 10. long bolt; 11. spring; 12. annular pressure plate. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0030] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and 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 orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0031] See also Figures 1-6 , the utility model provides a technical solution:

[0032] A motorcycle clutch assembly disengagement structure includes a clutch active disc 1, which is connected to the engine output end to transmit the engine power. As the active component in the clutch assembly, it is used to drive the clutch driven disc 2 and the friction plate combination to transmit power. The clutch active disc 1 is provided with a clutch driven disc 2, which is connected to the output shaft 3. The power is transmitted to the output shaft 3 through the friction plate combination, and its separation and combination are controlled by the clutch to cut off or connect the power transmission. The clutch active disc 1 is connected to the output shaft 3 through a sealed bearing 5. The front end of the output shaft 3 passes through the rear side of the clutch driven disc 2 and is threadedly connected to a clamping nut 4 for clamping and fixing the connection between the clutch driven disc 2 and the output shaft 3 to ensure that the two are firmly combined. A plurality of active friction plates 6 are provided in the disc 1, which are connected to the clutch active disc 1 and are responsible for transmitting power through the contact between the friction force and the driven friction plate 7 to ensure the efficiency of power transmission. A plurality of driven friction plates 7 are sleeved on the outer wall of the clutch driven disc 2 and are connected to the clutch driven disc 2. Their function corresponds to that of the active friction plates 6. Power is transmitted to the clutch driven disc 2 through friction force to control the separation and engagement of the clutch. The plurality of active friction plates 6 and the plurality of driven friction plates 7 are arranged in a front-to-back staggered manner. The front side of the clutch driven disc 2 is detachably connected to a pressure cover 8 by a plurality of long bolts 10, which is used to compress the friction plate combination, maintain the stability of the friction plate, and prevent it from falling off. The pressure is adjusted by the action of the spring 11 to ensure the engagement and separation effect of the clutch.

[0033] A circular hole 81 is provided in the middle of the front side of the pressure cover 8 for installing the disengagement assembly 9 to ensure that the pull rod 91 can pass through smoothly and implement the separation and engagement action. The disengagement assembly 9 is provided in the circular hole 81 and is responsible for realizing the separation and engagement operation of the clutch, ensuring that the pull rod 91 can smoothly pull the pressure cover 8, thereby separating the friction plate assembly and controlling the transmission of power.

[0034] The disengagement assembly 9 includes an annular solid block 90 fixedly connected to the circular hole 81, which is fixedly connected to the circular hole 81 for supporting and guiding the pull rod 91 to ensure the smooth operation and stability of the pull rod 91. The pull rod 91 is movably connected to the annular solid block 90, and the clutch is separated by pulling to control the separation of the friction plate assembly. A first annular solid block 92 is provided on the outer wall of the pull rod 91 near the rear end. A first annular groove 920 is provided on the front side of the first annular solid block 92, and a second annular groove 921 is provided on the rear side of the inner wall of the first annular groove 920. A first plane bearing 96 is provided in the second annular groove 921. The front side of the first plane bearing 96 is in contact with the rear side of the annular solid block 90. ​​The first plane bearing 96 can make the first annular solid block 92 rotate relative to the annular solid block 90, so that the annular solid block 90 can rotate with the pressure cover 8 without affecting the pull rod 91.

[0035] The outer wall of the pull rod 91 is detachably connected to a second annular solid block 93, and a third annular groove 930 is provided on the rear side of the second annular solid block 93. A fourth annular groove 931 is provided on the front side of the inner wall of the third annular groove 930. A second plane bearing 98 is provided in the fourth annular groove 931. The rear side of the second plane bearing 98 is in contact with the front side of the annular solid block 90. ​​The second plane bearing 98 can make the second annular solid block 93 rotate relative to the annular solid block 90, so that the annular solid block 90 can rotate with the pressure cover 8 without affecting the pull rod 91. The second annular solid block 93 cooperates with the first annular solid block 92 to position the pull rod 91 so that it will not move excessively toward the inside of the clutch driven disc 2.

[0036] In this embodiment, the pressure cover 8 is provided with a plurality of connecting tubes 80 arranged in a circular array, and each long bolt 10 is sleeved with a spring 11, and the rear end of the spring 11 is abutted against the rear side of the inner wall of the connecting tube 80. The long bolt 10 is also sleeved with an annular pressure plate 12, and the front end of the spring 11 is abutted against the rear side of the annular pressure plate 12. The spring 11 is sleeved on the long bolt 10 to provide a clamping force to ensure the engagement and separation operation of the clutch in different states.

[0037] Specifically, a plurality of internal threaded columns 20 arranged in a circular array are provided on the rear side of the inner wall of the clutch driven disc 2. The threaded end of the long bolt 10 passes through the rear side of the inner wall of the connecting tube 80 and is threadedly connected to the internal threaded column 20, which is used to connect the pressure cover 8 to the clutch driven disc 2. The pressure is adjusted by the spring 11 to ensure the engagement force and separation effect of the clutch.

[0038] Furthermore, a first positioning ring 900 is provided on the rear side of the annular solid block 90 , and the front end of the first plane bearing 96 is located in the first positioning ring 900 , which is used to limit the front end position of the first plane bearing 96 to prevent it from shifting.

[0039] Furthermore, a first annular rubber pad 97 is sleeved on the outer side of the first positioning ring 900 , and the outer wall of the first annular rubber pad 97 fits against the side of the inner wall of the first annular groove 920 to play a role of buffering and sealing.

[0040] Furthermore, a second positioning ring 901 is provided on the front side of the annular solid block 90, and the rear end of the second plane bearing 98 is located in the second positioning ring 901, which is used to limit the rear end position of the second plane bearing 98 to ensure stable fit between it and the annular solid block 90 and prevent displacement.

[0041] Furthermore, a second annular rubber pad 99 is sleeved on the outer side of the second positioning ring 901 , and the outer wall of the second annular rubber pad 99 fits against the side of the inner wall of the third annular groove 930 to play a role of buffering and sealing.

[0042] Furthermore, a fixing sleeve 94 is provided on the front side of the second annular solid block 93, and a plurality of mounting holes 940 arranged in a circular array are provided on the outer wall of the fixing sleeve 94, and a fixing bolt 95 is connected in each mounting hole 940. A threaded groove 910 for threaded connection of the fixing bolt 95 is provided on the outer wall of the pull rod 91, and the fixing bolt 95 is connected to the threaded groove 910 to ensure that the pull rod 91 and the fixing sleeve 94 are stably combined, thereby facilitating the disassembly and assembly of the second annular solid block 93, so as to facilitate the assembly of the separation component 9 and the pressure cover 8.

[0043] When the motorcycle clutch assembly disengagement structure of this embodiment is in use, the clutch driven disc 2 is installed in the clutch active disc 1, the output shaft 3 is connected to the clutch active disc 1 through the sealed bearing 5, and the output shaft 3 and the clutch driven disc 2 are firmly fixed together using the clamping nut 4 to ensure their stable combination, and to ensure that the friction plate combination between the clutch active disc 1 and the driven disc 2 is installed correctly, and the active friction plate 6 and the driven friction plate 7 are staggered to form a close contact to ensure the efficiency of power transmission. On the front side of the clutch driven disc 2, the pressure cover 8 is connected by the long bolt 10. During the installation process, ensure that the spring 11 and the annular pressure plate 12 are correctly placed to provide the necessary pressure to ensure the stability of the clutch in the disengaged and engaged states. At the same time, the disengagement component 9 is installed in the circular hole 81 of the pressure cover 8, and the annular solid block 90 is pre-fixed in the circular hole 8 1, pass the pull rod 91 through the annular solid block 90 to ensure that it can smoothly implement the separation and engagement operations without being affected by friction, then adjust the first annular solid block 92 and the second annular solid block 93, and ensure that the two can rotate freely relative to the annular solid block 90 through the first plane bearing 96 and the second plane bearing 98, thereby reducing friction and ensuring the smooth operation and durability of the pull rod 91. Use the first annular rubber pad 97 and the second annular rubber pad 99 for sealing to prevent foreign matter from entering and affecting the operation of the components. When it is necessary to control power transmission, the separation or engagement operation is implemented through the pull rod 91, driving the pressure cover 8 to move, thereby adjusting the contact state of the friction plate combination to achieve the separation and engagement of the clutch, and the second annular solid block 93 cooperates with the first annular solid block 92 to position the position of the pull rod 91 and prevent it from excessively moving toward the inside of the clutch driven disc 2.

[0044] The above shows and describes the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely preferred examples of the present invention and are not intended to limit the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention, and such changes and improvements fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A motorcycle clutch assembly disengagement structure, comprising a clutch driving plate (1), a clutch driven plate (2) provided therein, an output shaft (3) connected to the clutch driving plate (1) via a sealed bearing (5), a front end of the output shaft (3) passing through the rear side of the clutch driven plate (2) and being threadedly connected to a clamping nut (4), a plurality of driving friction plates (6) provided therein, a plurality of driven friction plates (7) sleeved on the outer wall of the clutch driven plate (2), the plurality of driving friction plates (6) and the plurality of driven friction plates (7) being arranged in a front-to-back staggered manner, a pressure cover (8) being detachably connected to the front side of the clutch driven plate (2) via a plurality of long bolts (10), and characterized in that: A circular hole (81) is provided in the middle of the front side of the pressure cover (8), and a disengagement assembly (9) is provided in the circular hole (81). The disengagement assembly (9) includes an annular solid block (90) fixedly connected to the circular hole (81), a pull rod (91) is movably connected to the annular solid block (90), a first annular solid block (92) is provided on the outer wall of the pull rod (91) and near the rear end, a first annular groove (920) is provided on the front side of the first annular solid block (92), a second annular groove (921) is provided on the rear side of the inner wall of the first annular groove (920), and the second annular A first plane bearing (96) is provided in the groove (921), and the front side of the first plane bearing (96) is in contact with the rear side of the annular solid block (90). The outer wall of the pull rod (91) is detachably connected to a second annular solid block (93), and a third annular groove (930) is provided on the rear side of the second annular solid block (93), and a fourth annular groove (931) is provided on the front side of the inner wall of the third annular groove (930). A second plane bearing (98) is provided in the fourth annular groove (931), and the rear side of the second plane bearing (98) is in contact with the front side of the annular solid block (90).

2. The motorcycle clutch assembly disengagement structure according to claim 1, characterized in that: The pressure cover (8) is provided with a plurality of connecting tubes (80) arranged in a ring array, and each of the long bolts (10) is provided with a spring (11), and the rear end of the spring (11) abuts against the rear side of the inner wall of the connecting tube (80). The long bolt (10) is also provided with an annular pressing plate (12), and the front end of the spring (11) abuts against the rear side of the annular pressing plate (12).

3. The motorcycle clutch assembly disengagement structure according to claim 2, characterized in that: A plurality of internal threaded columns (20) arranged in a circular array are provided on the rear side of the inner wall of the clutch driven disc (2), and the threaded ends of the long bolts (10) pass through the rear side of the inner wall of the connecting cylinder (80) and are threadedly connected to the internal threaded columns (20).

4. The motorcycle clutch assembly disengagement structure according to claim 1, characterized in that: A first positioning ring (900) is provided on the rear side of the annular solid block (90), and the front end of the first plane bearing (96) is located inside the first positioning ring (900).

5. The motorcycle clutch assembly disengagement structure according to claim 4, characterized in that: A first annular rubber pad (97) is sleeved on the outer side of the first positioning ring (900), and the outer wall of the first annular rubber pad (97) fits against the side surface of the inner wall of the first annular groove (920).

6. The motorcycle clutch assembly disengagement structure according to claim 1, characterized in that: A second positioning ring (901) is provided on the front side of the annular solid block (90), and the rear end of the second plane bearing (98) is located inside the second positioning ring (901).

7. The motorcycle clutch assembly disengagement structure according to claim 6, characterized in that: A second annular rubber pad (99) is sleeved on the outer side of the second positioning ring (901), and the outer wall of the second annular rubber pad (99) fits against the side surface of the inner wall of the third annular groove (930).

8. The motorcycle clutch assembly disengagement structure according to claim 1, characterized in that: A fixing sleeve (94) is provided on the front side of the second annular solid block (93), and a plurality of mounting holes (940) arranged in an annular array are provided on the outer wall of the fixing sleeve (94), and a fixing bolt (95) is connected to each mounting hole (940), and a threaded groove (910) for threaded connection of the fixing bolt (95) is provided on the outer wall of the pull rod (91).

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