A continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch

Abstract

This utility model discloses a continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch, including a clutch housing and a driven hub disposed within the clutch housing. A jacking ball is disposed between the clutch housing and the driven hub. When the clutch housing rotates at high speed, the jacking ball, due to centrifugal motion, compresses the driven hub to transmit torque. A radially extending jacking ball guide groove is provided on the inner wall of the clutch housing, and a radially extending inclined section is provided at the bottom of the jacking ball guide groove. The beneficial effects are: it optimizes the linear transmission of centrifugal force, improves shift smoothness, guides the movement trajectory of the jacking ball, reduces jamming and wear, and improves transmission stability and reliability; in addition, it can match high torque requirements. The jacking ball experiences a large impact force on the bottom of the groove during high-speed sliding; the inclined section, through its increased contact area, disperses the impact force over a larger area, improving impact and pressure resistance, and reducing the rate of localized wear.

Description

Technical Field

[0001] This utility model relates to motorcycle clutches, specifically to a continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch. Background Technology

[0002] Patent document CN206092738U discloses a novel automatic clutch main assembly structure, including a drive disc assembly and a driven disc assembly for being fitted onto the right crankshaft and engaging with its splines. The driven disc assembly includes an automatic clutch drive gear assembly, a one-way valve body, a one-way valve assembly, and an outer cover for housing the drive disc assembly. The automatic clutch drive gear assembly includes a drive gear mounting member fitted onto the right crankshaft and a drive gear fitted onto one end of the mounting member. A receiving groove for accommodating the one-way valve body and the one-way valve assembly is provided at the end of the drive gear mounting member away from the drive gear. The one-way valve assembly is annularly arranged between the one-way valve body and the receiving groove. Between the groove walls, the outer cover is connected to the end of the automatic clutch drive gear assembly away from the drive gear. The drive disc assembly mainly consists of a spline sleeve, a drive disc body located outside the spline sleeve, a shoe block assembly, and a shoe block assembly connection structure. The drive disc body is located on the outer periphery of the spline sleeve near the end of the automatic clutch drive gear assembly. The shoe block pressure plate is welded to the end of the spline sleeve away from the drive disc body. The shoe block assembly connection structure includes a shoe block fixing shaft and a shoe block pressure plate for pressing the shoe block assembly onto the drive disc body. One end of the shoe block fixing shaft passes through the drive disc body to be fixedly connected to the drive disc body, and the other end passes through the shoe block pressure plate to be fixedly connected to the shoe block pressure plate. As an optimization, a first oil inlet and a second oil inlet are provided on the one-way valve body, which are connected to the right crankshaft oil inlet on the right crankshaft. The first oil inlet extends from the inner wall of the one-way valve body to the one-way valve assembly position. One end of the second oil inlet is connected to the first oil inlet, and the second end extends to the shoe assembly position of the drive disc assembly.

[0003] This solution makes the riveted parts of the shoe block fixing shaft less prone to breakage, but it still uses a conventional shoe block centrifugal clutch, which will lead to an increase in installation space and component weight, and the improvement in torque transmission capacity is not significant. At the same time, the power lag will also be prolonged, affecting the driving experience.

[0004] CN221482477U discloses a pull-type centrifugal automatic clutch structure, including a center sleeve. The outer gear ring of the center sleeve is fitted with staggered friction plates and steel plates. The outer drive teeth of the friction plates engage with U-shaped grooves inside the outer cover, and the inner drive teeth of the steel plates mesh with the outer gear ring of the center sleeve. The friction plates and steel plates are located between a pressure plate and the center sleeve. The top of the pressure plate has a mounting seat fixedly connected to the outer cover. A steel wire ring is fixed inside the mounting seat, and balanced fly blocks are hinged to the steel wire ring. A pressure plate is provided between the fly blocks and the pressure plate. The centrifugal force of the fly blocks during rotation can be converted into pressure on the pressure plate. Frictional torque is generated by the combination of the friction plates and steel plates and transmitted to the center sleeve. Preferably, the fly blocks have connecting through holes that rotatably engage with the steel wire ring, and the contact surface between the fly blocks and the pressure plate is arc-shaped. Specifically, the fly block can be designed in a fan-shaped form, with a connecting through hole at the center of the fan-shaped block. The distance from the contact surface to the connecting through hole gradually decreases or increases. In this way, the side with the smaller distance from the contact surface to the connecting through hole contacts the pressure plate. Because the contact surface of the fly block is arc-shaped, after the friction plate wears, the fly block will rotate and contact the pressure plate. This automatically compensates for the height problem after the friction plate wears, solving the automatic compensation problem of friction plate wear in most current automatic clutches and reducing manual adjustment work after wear. Preferably, the mounting base has an annular locking position that mates with the wire ring, and the mounting base also has a limiting groove to accommodate the fly block. The fly block can rotate around the wire ring within the limiting groove. Under the action of the limiting groove, the fly block is fixed on the wire ring and cannot move outward, which is converted into a downward force pressing against the pressure plate. The front and rear faces of the limiting groove can limit the initial and final angles of the fly block, avoiding situations where the initial separation is too high and the center of mass of rotation exceeds the height of the steel wire fixing ring at the end, thus preventing the block from returning to its original position. This also avoids problems such as excessive centripetal force or manufacturing factors that prevent or make it difficult to reset.

[0005] The fly block in the design can generate an adjustable centripetal force, but it suffers from significant wear. Due to its shape and construction, its stability, smoothness, and controllability are relatively poor. Utility Model Content

[0006] The purpose of this invention is to provide a continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch with high torque transmission capability and smooth and reliable transmission.

[0007] To achieve the above objectives, the basic solution of this utility model provides a continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch, including a clutch housing and a driven hub disposed within the clutch housing. A ball bearing is disposed between the clutch housing and the driven hub. When the clutch housing rotates at high speed, the ball bearing compresses the driven hub due to centrifugal motion, transmitting torque. A radially extending ball bearing guide groove is provided on the inner wall of the clutch housing, and a radially extending inclined section is provided at the bottom of the ball bearing guide groove.

[0008] The beneficial effects of this basic solution are: it can optimize the linear transmission of centrifugal force, improve the smoothness of speed change, guide the movement trajectory of the elliptical beads, reduce jamming and wear, and improve the smoothness and reliability of transmission; in addition, it can match high torque requirements. When the elliptical beads slide at high speed, the impact force on the bottom of the groove is large. The inclined section increases the contact area of ​​the inclined surface, which disperses the impact force to a larger area, improves the impact and pressure resistance, and reduces the local wear rate.

[0009] Preferably, the plenum includes multiple coaxially arranged counterweights, and two adjacent counterweights can rotate relative to each other. This avoids stress concentration caused by "point contact," which could lead to scratches, dents, or even cracks on the bottom of the groove; it also enhances impact and pressure resistance, reduces jamming and wear, and improves the smoothness and reliability of the transmission.

[0010] Preferably, a transmission assembly for transmitting torque is mounted on the driven hub.

[0011] Preferably, the transmission assembly includes an upper pressure plate and a lower pressure plate, which are arranged at intervals. Multiple friction plates are arranged between the upper and lower pressure plates. The pleural ball is positioned above the upper pressure plate, and the upper pressure plate and the pleural ball guide groove form the pleural ball's motion cavity.

[0012] Preferably, the friction plate includes an active friction plate and a driven friction plate, which are arranged alternately at intervals.

[0013] Preferably, a separation spring is provided between the active friction plate and the driven friction plate.

[0014] Preferably, the friction pad is provided with a friction layer.

[0015] Preferably, a separation spring is provided between the upper pressure plate and the lower pressure plate.

[0016] Preferably, a compression disc spring is also fitted onto the driven hub, and the compression disc spring is located below the transmission assembly.

[0017] Preferably, it also includes an input shaft, which is connected to the clutch housing via splines and / or fasteners.

[0018] This utility model has the following beneficial effects: 1. This solution is a core optimization design for high torque, smoothness, and reliability in motorcycle CVT continuously variable transmission systems. First, it optimizes the power transmission path, making the shifting more "linear" and reducing jerking. Second, it avoids stress concentration, reduces wear, and enhances shock and pressure resistance, making it suitable for high torque transmission. In addition, it makes the movement trajectory of the variator beads more precise and smooth, improving transmission stability.

[0019] 2. In addition, this solution, through the optimized design and combination of the plenum, tilt section, release spring, and release plate spring, also ensures the thermal stability and controllability of the clutch. When applied to medium and large displacement continuously variable transmission motorcycles, it can not only save the installation space and weight of the clutch, but also reduce the lag of the vehicle's power. Attached Figure Description

[0020] Figure 1 This is a cross-sectional structural diagram of Embodiment 1 of the present invention; Figure 2 for Figure 1 A magnified view of a portion of the image; Figure 3 This is a schematic diagram of the clutch cover structure of Embodiment 1 of this utility model; Figure 4 This is a schematic diagram of the pribate structure of Embodiment 1 of this utility model; Figure 5 This is a schematic diagram of the friction plate structure in Embodiment 1 of this utility model; Figure 6 This is a schematic diagram of the detachable disc spring structure of Embodiment 1 of this utility model. Detailed Implementation

[0021] 1. Definition The "radially extending inclined section provided at the bottom of the ball bearing guide groove" involved in this utility model specifically refers to an inclined surface that protrudes from the bottom of the ball bearing guide groove toward the driven hub, and the inclined surface extends to the inner wall of the clutch outer cover.

[0022] 2. Publicly known technology Among the core components of a motorcycle engine, the clutch plays an irreplaceable and crucial role. It not only bears the core mission of transmitting and cutting off engine output torque, but is also an important guarantee for a smooth and stable start to the motorcycle, directly affecting the handling and safety performance during riding. The centrifugal clutch used in CVT (Continuously Variable Transmission) systems achieves the engagement and disengagement of power through the ingenious physical principle of centrifugal force, and has been widely used in the field of motorcycle transmission. Among them, wet multi-plate clutches and shoe-type centrifugal clutches are the two mainstream types on the market today, each adapting to different usage scenarios with its different structural characteristics.

[0023] However, with the continuous development of the motorcycle industry, engine displacement and performance have been steadily increasing, and medium-to-large displacement models have gradually become an important part of the market. In the CVT structure design for these medium-to-large displacement models, if the conventional shoe-type centrifugal clutch is still used, a series of problems will emerge. First, in order to adapt to the greater power demand, the size of the shoe-type centrifugal clutch must be increased accordingly. This directly leads to an increase in installation space, posing a challenge to the overall engine layout. At the same time, the weight of the components also increases, which is not conducive to the lightweight design of the entire vehicle. Secondly, from the perspective of power transmission efficiency, the conventional shoe-type centrifugal clutch does not significantly improve the torque transmission capability of medium and large displacement engines, making it difficult to fully match the enhanced power output of the engine and easily leading to insufficient power transmission. More importantly, this clutch structure significantly prolongs power lag in medium and large displacement applications. When the rider operates the throttle, the power cannot respond in time, which not only affects the precision of control during the driving process but also greatly reduces the driving experience, contradicting the strong power and agile handling requirements pursued by medium and large displacement vehicles. In conclusion, the application of conventional shoe-type centrifugal clutches in medium and large displacement CVT structures has gradually shown its inadequacy, and breakthroughs in structural design or technical application are urgently needed to meet the requirements of medium and large displacement motorcycles for clutch torque transmission capability and transmission smoothness.

[0024] Therefore, this utility model provides a specific implementation of a continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch with high torque transmission capability and smooth and reliable transmission.

[0025] 3. Examples and Descriptions The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings are as follows: 1-clutch housing, 2-driven hub, 3-compression disc spring, 4-circlip, 5-drive gear, 6-output shaft, 7-circlip, 8-release spring, 9-ball bearing, 10-input shaft, 11-upper pressure plate, 12-first driven friction plate, 13-first drive friction plate, 14-release spring, 15-second driven friction plate, 16-lower pressure plate, 17-second drive friction plate, 18-third driven friction plate.

[0026] The continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch provided by this utility model includes a clutch housing 1 and a driven hub 2 disposed inside the clutch housing 1. A plenum 9 is disposed between the clutch housing 1 and the driven hub 2. When the clutch housing 1 rotates at high speed, the plenum 9 transmits torque by compressing the driven hub 2 due to centrifugal motion. A radially extending plenum guide groove is provided on the inner wall of the clutch housing 1, and a radially extending inclined section is provided at the bottom of the plenum guide groove.

[0027] Even better, the 9-bead jack includes multiple coaxially arranged counterweights, and two adjacent counterweights can rotate relative to each other.

[0028] Even better, a transmission assembly is mounted on the driven hub 2 for transmitting torque.

[0029] The transmission assembly includes an upper pressure plate 11 and a lower pressure plate 16, which are arranged at intervals. Multiple friction plates are arranged between the upper and lower pressure plates (11, 16). The plenum 9 is positioned above the upper pressure plate 11, and the upper pressure plate 11 and the plenum guide groove form the motion cavity of the plenum 11.

[0030] Even better, the friction plates include active friction plates and driven friction plates, which are arranged alternately and at intervals.

[0031] In addition, a separation spring 14 is provided between the active friction plate and the driven friction plate.

[0032] Even better, the friction pads have a friction layer.

[0033] Example 1: like Figure 1 , 2 As shown in Figures 3, 4, 5, and 6, the continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch provided in this embodiment consists of an input shaft 10, a clutch housing 1, an output shaft 6, and a driven hub 2 disposed inside the clutch housing 1. The input shaft 10 transmits torque to the clutch housing 1 via splines and / or fasteners. A radially extending guide groove for accommodating the plenum balls 9 is provided on the inner wall of the clutch housing 1. The driven hub 2 is connected to the output shaft 6 via splines and / or fasteners and transmits torque to the output shaft 6. A drive gear 5 is also provided on the output shaft 6 for transmitting torque. When the clutch housing 1 rotates at high speed following the input shaft 10, the plenum balls 9, due to centrifugal force, move radially and press against the driven hub 2, and then transmit torque sequentially through the output shaft 6 and the drive gear 5.

[0034] The bottom of the ball bearing guide groove is set as an inclined surface, which faces away from the clutch outer cover 1 and towards the driven hub 2, and the tail of the inclined surface extends towards the inner wall of the clutch outer cover 1. Preferably, the front section of the ball bearing guide groove is a space that can just accommodate the ball bearing 9, the rear section is set as an inclined surface, and the space becomes smaller towards the inner wall of the clutch outer cover 1.

[0035] Even better, the PP9 includes multiple coaxially mounted counterweights, and two adjacent counterweights can rotate relative to each other. Preferably, there are three counterweights, with a coaxial mounting part at each end of the axially extending middle counterweight, and a rotatable counterweight mounted on each mounting part.

[0036] Even better, the driven hub 2 is fitted with a compression disc spring 3 and a transmission assembly from bottom to top. The transmission assembly includes an upper pressure plate 11 and a lower pressure plate 16, which are arranged at intervals. The top of the upper pressure plate 11 and the guide groove of the plenum 9 form the radial movement space of the plenum 9.

[0037] In this embodiment, multiple friction plates are arranged between the upper pressure plate 11 and the lower pressure plate 16. These friction plates include, from bottom to top, a third driven friction plate 18, a second active friction plate 17, a second driven friction plate 15, a first active friction plate 13, and a first driven friction plate 12. A separation spring 14 is provided between adjacent friction plates. Each friction plate has a friction layer.

[0038] Even better, a separation spring 8 is arranged between the upper pressure plate 11 and the lower pressure plate 16. There are multiple sets of separation springs 8, which are evenly distributed circumferentially on the driven hub 2. They cooperate with the compression disc spring 3 to provide an initial force and preload to the friction plates so that they are separated from each other and kept in a normally open state.

[0039] A retaining ring 4 and a retaining ring 7 are provided at the junction of the clutch outer cover 1 and the driven hub 2.

[0040] The specific implementation process is as follows: In a wet multi-plate centrifugal clutch, the friction plates are normally open. Similar to conventional clutches, the input shaft 10 transmits torque to the clutch housing 1 via a spline connection. As the input shaft 10's speed increases, the clutch housing 1 rotates, generating centrifugal force that drives the ball bearings 9 to move radially along the ball bearing guide groove. Guided and compressed by the inclined plane, the ball bearings 9 press against the upper pressure plate 11, overcoming the preload of the release spring 8 and the release leaf spring 14, compressing the friction plate assembly. Torque is transmitted to the driven hub 2 via oil film shear force and friction between the friction plates. The driven hub 2 is connected to the output shaft 6 by splines and fasteners, transmitting torque to the output shaft 6. As the speed decreases, the release spring 8 and the release leaf spring 14 work together to overcome the centrifugal force, causing the friction plate assembly to separate, thus cutting off power.

[0041] To further reduce the assembly space of the clutch within the engine, the inclined section of the clutch cover 1 can be reasonably increased in terms of the inclination angle (or the absolute value of the slope) to effectively reduce the number of friction plates or the effective radius of the friction plates, thereby reducing the assembly space.

[0042] To autonomously control the starting speed of the vehicle, a release spring 8 and a release leaf spring 14 are provided between the upper pressure plate 11 and the lower pressure plate 16, and a jacking ball 9 is provided inside the clutch cover 1. By controlling the force of the release spring 8 and the release leaf spring 14 and the weight of the jacking ball 9, the starting speed of the vehicle can be autonomously controlled.

[0043] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics of the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model. These modifications and improvements will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A continuously variable transmission (CVT) motorcycle wet multi-plate centrifugal clutch, comprising a clutch housing and a driven hub disposed within the clutch housing, wherein a plenum is disposed between the clutch housing and the driven hub; when the clutch housing rotates at high speed, the plenum, due to centrifugal motion, compresses the driven hub to transmit torque, characterized in that: The inner wall of the clutch outer cover is provided with a radially extending ball guide groove, and a radially extending inclined section is provided at the bottom of the ball guide groove.

2. Continuously variable motorcycle wet multi-plate centrifugal clutch according to claim 1, characterized in that: The plebein includes multiple coaxially arranged counterweights, and two adjacent counterweights can rotate relative to each other.

3. Continuously variable motorcycle wet multi-plate centrifugal clutch according to claim 1 or 2, characterized in that: A transmission assembly is mounted on the driven hub for transmitting torque.

4. The motorcycle wet-type multidisc centrifugal clutch of claim 3, wherein: The transmission assembly includes an upper pressure plate and a lower pressure plate, which are arranged at intervals. Multiple friction plates are arranged between the upper and lower pressure plates. The pleural ball is positioned above the upper pressure plate, and the upper pressure plate and the pleural ball guide groove form the pleural ball's motion cavity.

5. The infinitely variable motorcycle wet multi-plate centrifugal clutch of claim 4, wherein: The friction plate includes an active friction plate and a driven friction plate, which are arranged alternately at intervals.

6. The infinitely variable motorcycle wet multi-plate centrifugal clutch of claim 5, wherein: A separation spring is provided between the active friction plate and the driven friction plate.

7. A motorcycle wet-type multi-plate centrifugal clutch of the continuously variable transmission type according to any one of claims 4 to 6, characterized in that: The friction plate is provided with a friction layer.

8. The motorcycle wet-type multidisc centrifugal clutch of claim 7, wherein: A separation spring is provided between the upper pressure plate and the lower pressure plate.

9. The infinitely variable motorcycle wet multi-plate centrifugal clutch of claim 8, wherein: A compression disc spring is also fitted onto the driven hub, and the compression disc spring is located below the transmission assembly.

10. Continuously variable motorcycle wet multi-plate centrifugal clutch according to claim 8 or 9, characterized in that: It also includes an input shaft, which is connected to the clutch housing via splines and / or fasteners.

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