Primary clutch, crankshaft, automatic clutch engine and motorcycle

Abstract

The utility model relates to the field of engines of automobiles or motorcycles, in particular to a primary clutch, a crankshaft, an automatic clutch engine and a motorcycle. The primary clutch comprises an outer cover (11), a sliding sleeve (12) is connected to the outer cover (11) in a sliding mode, and a connecting protrusion (13) is arranged at the end, away from the outer cover (11), of the sliding sleeve (12). Compared with the prior art, the engine has the advantages of being simple in structure, convenient to operate, high in adaptability, good in manufacturability, stable, reliable and low in manufacturing cost, engine performance and continuity of power output can be greatly improved only through small modification, and the engine has large actual popularization value.

Description

Technical Field

[0001] This utility model relates to the field of automobile or motorcycle engines, and in particular to a primary clutch, crankshaft, automatic clutch engine and motorcycle. Background Technology

[0002] Motorcycle clutches commonly come in two main types: one is the wet multi-plate clutch (usually mounted on the engine transmission input shaft), which uses an operating mechanism to compress or release the clutch spring to achieve the separation or engagement of the clutch friction plates. This type typically requires manual operation and is commonly used in motorcycles. The other type is called a centrifugal shoe clutch (usually mounted on the engine crankshaft). It does not require manual operation. As engine speed increases, the clutch shoes, under the action of centrifugal force, overcome the spring tension and engage with the clutch housing, enabling power transmission. As engine speed decreases, the clutch shoes, under the action of the tension spring, overcome the centrifugal force and disengage from the clutch housing, cutting off power transmission. This type is commonly used in underbone motorcycles.

[0003] Both types of clutches have their advantages and disadvantages in use. Wet multi-plate clutches, because they use multiple friction plates to transmit power under the pressure of multiple springs, can achieve stable power output and are less prone to slippage by adjusting the number of friction plates and springs. Their disadvantage is that they require a high level of skill from the rider, who needs to manually control the clutch and shift gears; improper operation can easily cause the engine to stall.

[0004] Centrifugal shoe clutches automatically engage and disengage based on centrifugal force generated by rotational speed, making them simple to operate and preventing engine stalling. However, their disadvantage is that under heavy loads and low speeds, continuous slippage and overheating of the shoe friction material can easily occur. Furthermore, because engagement and disengagement are determined by rotational speed, gear shifting is impossible at higher speeds. To address this issue, centrifugal shoe clutches are often combined with wet multi-plate clutches; this type of structure is called a dual-clutch system. Motorcycle engines using dual-clutch systems offer advantages such as simple operation and reduced stalling. However, under low-speed, heavy-load conditions (such as heavy-load uphill driving), the friction between the shoe and the outer casing is insufficient to withstand vehicle resistance, leading to slippage and discontinuous engine power output or even burning of the shoe friction material.

[0005] Therefore, those skilled in the art are dedicated to developing a primary clutch, crankshaft, automatic clutch engine, and motorcycle. Utility Model Content

[0006] In view of the above-mentioned deficiencies of the prior art, the technical problem to be solved by this utility model is to provide a primary clutch, crankshaft, automatic clutch engine and motorcycle.

[0007] To achieve the above objectives, this utility model provides a primary clutch, including an outer cover, on which a sliding sleeve is slidably connected, and a connecting protrusion is provided at the end of the sliding sleeve away from the outer cover.

[0008] Preferably, the outer wall of the sliding sleeve is provided with a radially extending fork groove, and a pawl is provided in the fork groove. The pawl is rotatably connected to the sliding sleeve. The fork groove provides a mounting base for the pawl, which is used to push the sliding sleeve to slide.

[0009] Preferably, a sliding rod is slidably connected to the end of the pawl away from the sliding sleeve. The sliding rod has an annular rib, and an elastic connector is provided on the annular rib. One end of the elastic connector is connected to the annular rib, and the other end is connected to the pawl. The annular rib provides a mounting base for the elastic connector, and the elastic deformation of the elastic connector pushes the pawl to move.

[0010] Preferably, the sliding sleeve is provided with at least one set of pin holes, a pin hole sleeve is provided outside the pin holes, and a centrifugal pin is provided on the pin hole sleeve, the centrifugal pin slidingly engaging with the pin holes.

[0011] Preferably, the pin hole sleeve is provided with an elastic support member, one end of which is connected to the pin hole sleeve and the other end is connected to the centrifugal pin. When the elastic support member is in its free length, one end of the centrifugal pin extends out of the pin hole. The outer cover is provided with a radially extending limiting groove, which cooperates with the end of the centrifugal pin that extends out of the pin hole.

[0012] Preferably, the outer wall of the sliding sleeve is provided with primary driving teeth. The primary driving teeth are mainly responsible for meshing transmission.

[0013] This utility model also provides a crankshaft, including a crankshaft body, a bushing provided on the crankshaft body, and a connecting groove at one end of the bushing. The connecting groove mainly serves to connect and transmit power.

[0014] This utility model also provides an automatic clutch engine, including a primary clutch as described above and a crankshaft as described above, wherein the connecting protrusion and the connecting groove cooperate with each other. The interlocking of the connecting groove and the connecting protrusion allows the power of the crankshaft body to be transmitted directly to the sliding sleeve through the outer cover.

[0015] Preferably, it also includes a secondary clutch, which has a secondary driven gear, and the primary driving gear meshes with the secondary driven gear. Power from the primary clutch is transmitted to the secondary clutch through the meshing of the primary driving gear and the secondary driven gear.

[0016] This utility model also provides a motorcycle, including a primary clutch as described above, a crankshaft as described above, or an automatic clutch engine as described above.

[0017] The beneficial effects of this utility model are: compared with the prior art, this utility model has the advantages of simple structure, convenient operation and strong adaptability. Moreover, this application has good processability, stability and reliability, and low manufacturing cost. Only minor modifications are needed to greatly improve the performance of the engine and the continuity of power output, which has great practical promotion value. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the outer cover in a specific embodiment of this utility model.

[0019] Figure 2 This is a schematic diagram of the sliding sleeve in a specific embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the assembly of the outer cover and the sliding sleeve in a specific embodiment of this utility model.

[0021] Figure 4 This is a schematic diagram of the assembly of the crankshaft body and the bushing in a specific embodiment of this utility model.

[0022] Figure 5 This is a schematic diagram of the assembly of the outer cover and the claw in a specific embodiment of this utility model.

[0023] Figure 6 This is a front view of the outer cover in a specific embodiment of the present invention.

[0024] Figure 7 yes Figure 6 A schematic diagram of the cross-sectional structure of AA.

[0025] Figure 8 yes Figure 7 Enlarged schematic diagram of the structure at point B.

[0026] Figure 9 This is a schematic diagram of the assembly of the crankshaft and the outer cover in a specific embodiment of this utility model.

[0027] Figure 10 This is a schematic diagram of the overall assembly in a specific embodiment of this utility model.

[0028] 11. Outer cover; 12. Sliding sleeve; 121. Shift fork groove; 122. Pin hole; 122a. Elastic support; 122b. Centrifugal pin; 122c. Pin hole sleeve; 123. Limiting groove; 124. Primary driving gear; 13. Connecting protrusion; 21. Shift claw; 22. Sliding rod; 23. Annular rib; 24. Elastic connecting piece; 31. Crankshaft body; 32. Bushing; 33. Connecting groove; 41. Secondary clutch; 42. Secondary driven gear. Detailed Implementation

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments. It should be noted that in the description of the present invention, terms such as "upper," "lower," "left," "right," "inner," and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used only for the convenience of describing the present invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific manner. Therefore, they should not be construed as limitations on the present invention. Terms such as "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] like Figure 1-3 As shown, a primary clutch includes an outer cover 11, on which a sliding sleeve 12 is slidably connected. In this embodiment, the sliding connection is achieved using splines. Specifically, the outer cover 11 is provided with external splines, and the inner wall of the sliding sleeve 12 is provided with internal splines corresponding to the external splines. While the internal and external splines cooperate to transmit power, the sliding sleeve 12 can also reciprocate on the outer cover 11.

[0031] In this embodiment, a primary active tooth 124 is provided on the outer wall of the sliding sleeve 12. The primary active tooth 124 is a straight tooth and is mainly responsible for meshing transmission.

[0032] A connecting protrusion 13 is provided at the end of the sliding sleeve 12 away from the outer cover 11. In this embodiment, the connecting protrusion 13 is arc-shaped, distributed around the circumference of the sliding sleeve 12 and extending along its axis, and mainly serves to connect and transmit power.

[0033] like Figure 4 As shown, this utility model also provides a crankshaft, including a crankshaft body 31, which is connected to a crankcase (not shown in the figure) and is responsible for receiving and transmitting power. A bushing 32 is provided on the crankshaft body 31. In this embodiment, the bushing 32 is fitted onto the outside of the crankshaft and has an interference fit with it; in other embodiments, the two can also be connected by a spline.

[0034] One end of the bushing 32 is provided with a connecting groove 33. In this embodiment, the connecting groove 33 is arc-shaped and distributed circumferentially along the sliding sleeve 12. The connecting groove 33 and the connecting protrusion 13 engage with each other, allowing the power of the crankshaft body 31 to be directly transmitted to the sliding sleeve 12 over the outer cover 11.

[0035] like Figure 5As shown, the outer wall of the sliding sleeve 12 has a radially extending fork groove 121. A pawl 21 is rotatably connected within the fork groove 121, providing a mounting base for the pawl 21. The pawl 21 is used to push the sliding sleeve 12 to slide. A sliding rod 22 is slidably connected to the side of the pawl 21 away from the sliding sleeve 12. In this embodiment, the sliding connection is a clearance fit. The sliding rod 22 has a radially extending annular rib 23, and an elastic connector 24 is provided on the annular rib 23. In this embodiment, the elastic connector 24 is a spring, which is sleeved outside the sliding rod 22. The annular rib 23 provides a mounting base for the elastic connector 24. One end of the elastic connector 24 is connected to the annular rib 23, and the other end is connected to the pawl 21. In use, pushing the slide bar 22 compresses the elastic connector 24. The elastic connector 24 stores energy through elastic deformation. When the connecting protrusion 13 on the sliding sleeve 12 aligns with the connecting groove 33 on the bushing 32, the elastic connector 24 elastically returns to its original position, pushing the pawl 21 to move. The pawl 21 then pushes the sliding sleeve 12 to move synchronously, causing it to engage with the bushing 32. This design reduces the difficulty of operation for the user; simply operating the slide bar 22 to compress the elastic connector 24 in advance achieves automatic connection between the sliding sleeve 12 and the bushing 32.

[0036] like Figure 6-8 As shown, the sliding sleeve 12 is provided with at least one set of pin holes 122. In this embodiment, the pin holes 122 are through holes, and a total of four sets are provided. In other embodiments, other numbers of pin holes 122 may be provided as needed. A pin hole sleeve 122c is provided over the pin holes 122, and a centrifugal pin 122b is provided on the pin hole sleeve 122c. The centrifugal pin 122b is cylindrical, and its length is less than or equal to the depth of the pin hole 122. The centrifugal pin 122b slides into the pin hole 122. In this embodiment, the sliding fit is a clearance fit. The end of the centrifugal pin 122b can slide out of the pin hole 122.

[0037] In this embodiment, the outer cover 11 is provided with a radially extending limiting groove 123. The limiting groove 123 cooperates with one end of the centrifugal pin 122b that extends out of the pin hole 122. The locking or unlocking of the sliding sleeve 12 and the outer cover 11 is achieved by the mutual engagement of the centrifugal pin 122b and the limiting groove 123. Specifically, when the end of the centrifugal pin 122b is inserted into the limiting groove 123, the sliding sleeve 12 and the outer cover 11 are in a locked state; conversely, when the end of the centrifugal pin 122b is disengaged from the limiting groove 123, the two are unlocked.

[0038] To achieve the above functions, the pin hole sleeve 122c is provided with an elastic support member 122a. One end of the elastic support member 122a is connected to the pin hole sleeve 122c, and the other end is connected to the centrifugal pin 122b. In this embodiment, the elastic support member 122a is a spring. In other embodiments, other similar products such as spring washers or spring retainers can also be used. When the elastic support member 122a is at its free length, the centrifugal pin 122b extends into the limiting groove 123 at the lower end supported by the elastic support member 122a for limiting. At this time, the sliding sleeve 12 and the outer cover 11 are in a locked state. As the rotational speed of the outer cover 11 and the sliding sleeve 12 increases, the centrifugal pin 122b compresses the elastic support member 122a under the action of centrifugal force and disengages from the limiting groove 123. At this time, the outer cover 11 and the sliding sleeve 12 are in an unlocked state.

[0039] In other embodiments, the elastic support 122a can be omitted, and instead, at least four pin holes 122 can be spaced apart on the sliding sleeve 12, with centrifugal pins 122b fitted into each of the four pin holes 122 with clearance. In use, at least one of the four spaced pin holes 122 is located above the sliding sleeve 12. The centrifugal pin 122b located in the pin hole 122 above the sliding sleeve 12 is engaged in the limiting groove 123 under the pull of gravity, thus achieving a locking operation. As the rotational speed of the outer cover 11 and the sliding sleeve 12 increases, the centrifugal pin 122b slides out of the limiting groove 123 under the action of centrifugal force, unlocking the sleeve.

[0040] By setting the centrifugal pin 122b to lock or unlock the outer cover 11 and the sliding sleeve 12, it is possible to prevent the sliding sleeve 12 and the bushing 32 from being forcibly jammed and damaging the connecting protrusion 13 or the connecting groove 33 when there is a large speed difference.

[0041] like Figure 9-10 As shown, this utility model also provides an automatic clutch engine, including a primary clutch and crankshaft as described above, and a secondary clutch 41. In this embodiment, the secondary clutch 41 is a wet multi-plate clutch; in other embodiments, other clutches of the same type, such as a dry multi-plate clutch and a single-plate spring clutch, may also be used. The secondary clutch 41 is provided with a secondary driven tooth 42, and the primary driving tooth 124 is constantly meshed with the secondary driven tooth 42. The two transmit the power of the primary clutch to the secondary clutch 41 through meshing.

[0042] This utility model also provides a motorcycle, including a primary clutch as described above, a crankshaft as described above, or an automatic clutch engine as described above.

[0043] In normal operating conditions, the crankshaft body 31 directly drives the shoe assembly (not shown in the figure) inside the outer casing 11 to rotate. However, in the initial state, the centrifugal force of the shoe assembly is insufficient to overcome the tension of the shoe spring, and the shoe assembly does not engage with the outer casing 11. As the rotational speed of the crankshaft body 31 increases, the centrifugal force of the shoe assembly overcomes the tension of the shoe spring and engages with the outer casing 11. The crankshaft body 31 drives the outer casing 11 to rotate through the shoe assembly, and the outer casing 11 drives the sliding sleeve 12 to rotate synchronously through the spline. The primary driving tooth 124 provided on the outer wall of the sliding sleeve 12 meshes with the secondary driven tooth 42, driving the secondary clutch 41 to rotate, thus transmitting the power of the crankshaft body 31 to the secondary clutch 41.

[0044] In low-speed, heavy-load conditions, the sliding sleeve 12 can be moved by operating the pawl 21, so that the connecting protrusion 13 and the connecting groove 33 can be engaged with each other. The crankshaft body 31 can output power directly to the sliding sleeve 12 by bypassing the outer cover 11, thereby reducing the occurrence of slippage and burning accidents between the shoe block assembly and the outer cover 11, improving the continuity of engine power output. Moreover, the structure of this application is simple, and only minor modifications are needed to significantly improve engine performance, which has great practical application value.

[0045] The preferred embodiments of this utility model have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of this utility model without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of this utility model through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A primary clutch, characterized in that: Includes an outer cover (11), on which a sliding sleeve (12) is slidably connected, and a connecting protrusion (13) is provided at the end of the sliding sleeve (12) away from the outer cover (11).

2. The primary clutch as described in claim 1, characterized in that: The outer wall of the sliding sleeve (12) is provided with a radially extending fork groove (121), and a pawl (21) is provided in the fork groove (121). The pawl (21) is rotatably connected to the sliding sleeve (12).

3. The primary clutch as described in claim 2, characterized in that: The pawl (21) is slidably connected to a slide rod (22) at the end away from the slide sleeve (12). The slide rod (22) is provided with an annular rib (23). The annular rib (23) is provided with an elastic connector (24). One end of the elastic connector (24) is connected to the annular rib (23), and the other end is connected to the pawl (21).

4. The primary clutch as described in claim 1, characterized in that: The sliding sleeve (12) is provided with at least one set of pin holes (122), and a pin hole sleeve (122c) is provided outside the pin holes (122). A centrifugal pin (122b) is provided on the pin hole sleeve (122c), and the centrifugal pin (122b) slides in cooperation with the pin holes (122).

5. The primary clutch as described in claim 4, characterized in that: The pin hole sleeve (122c) is provided with an elastic support member (122a). One end of the elastic support member (122a) is connected to the pin hole sleeve (122c), and the other end is connected to the centrifugal pin (122b). When the elastic support member (122a) is in its free length, one end of the centrifugal pin (122b) extends out of the pin hole (122). The outer cover (11) is provided with a radially extending limiting groove (123), which is engaged with one end of the centrifugal pin (122b) that extends out of the pin hole (122).

6. The primary clutch as described in claim 1, characterized in that: The outer wall of the sliding sleeve (12) is provided with a primary active tooth (124).

7. A crankshaft, characterized in that: It includes a crankshaft body (31), on which a bushing (32) is provided, and a connecting groove (33) is provided at one end of the bushing (32).

8. An automatic clutch engine, comprising a primary clutch as described in any one of claims 1-6 and a crankshaft as described in claim 7, characterized in that: The connecting protrusion (13) and the connecting groove (33) cooperate with each other.

9. The automatic clutch engine as described in claim 8, characterized in that: It also includes a secondary clutch (41), which has a secondary driven tooth (42) and the primary driving tooth (124) meshes with the secondary driven tooth (42).

10. A motorcycle, characterized in that: This includes the primary clutch as described in any one of claims 1-6, the crankshaft as described in claim 7, or the automatic clutch engine as described in any one of claims 8-9.

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