A clutch structure of a bicycle hub

Abstract

This utility model relates to the field of bicycle technology, specifically to a clutch structure for a bicycle hub, including a hub and a freehub base. The hub and freehub base are rotatably connected. A first spline groove is provided on the side of the hub that contacts the freehub base. A first gear is installed in the first spline groove. A pressure spring is installed between the first spline groove and the first gear. The first gear is meshed with a second gear. The second gear is installed in a second spline groove on the freehub base. A spring assembly is provided between the second gear and the second spline groove. This utility model aims to provide a bicycle hub clutch structure that is simple in structure, highly practical, and easy to process and assemble. The core of this invention lies in solving the problems of unstable transmission, incomplete disengagement, and poor durability of existing clutch structures through the synergistic design of double spline grooves, double gears, and double spring assemblies.

Description

Technical Field

[0001] This utility model relates to the field of bicycle technology, specifically to a clutch structure for a bicycle hub. Background Technology

[0002] As a core component connecting the wheel and frame, the bicycle hub's clutch structure directly affects power transmission efficiency, riding resistance, and component durability. Existing bicycle hub clutch structures mostly employ a single gear engagement or spring-loaded engagement, which has the following drawbacks: First, excessively large or small gear meshing clearance can easily lead to transmission jamming, abnormal noise, and even accelerated gear wear; second, unstable spring force can easily lead to fatigue failure after long-term use, resulting in incomplete clutch disengagement and affecting the riding experience; third, unreasonable spline groove distribution leads to uneven stress, reducing the overall load-bearing capacity of the hub.

[0003] To solve the above-mentioned technical problems, this utility model proposes a clutch structure for a bicycle hub that is compact, has smooth transmission, and reliable clutch operation. By optimizing the gear meshing method, spring layout, and spline groove design, the performance and service life of the hub are improved. Utility Model Content

[0004] The purpose of this section is to outline some aspects of the embodiments of this utility model and to briefly introduce some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be used to limit the scope of this utility model.

[0005] In view of the problems existing in the clutch structure of the existing bicycle hub, this utility model is proposed.

[0006] Therefore, this utility model aims to provide a clutch structure for bicycle hubs that is simple in structure, highly practical, and easy to process and assemble. The core of this invention lies in solving the problems of unstable transmission, incomplete disengagement, and poor durability of existing clutch structures through the coordinated design of double spline grooves, double gears, and double spring components.

[0007] To solve the above-mentioned technical problems, according to one aspect of the present invention, the present invention provides the following technical solution:

[0008] A clutch mechanism for a bicycle hub, comprising a hub and a freehub base;

[0009] The hub is rotatably connected to the base. A first spline groove is provided on the side of the hub that contacts the base. A first gear is installed in the first spline groove. A pressure spring is installed between the first spline groove and the first gear. The first gear is meshed with a second gear. The second gear is installed in a second spline groove on the base. A spring assembly is provided between the second gear and the second spline groove.

[0010] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, the hub and the freehub are mounted on the axle, and a bearing is provided at the connection.

[0011] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, a locking sleeve is provided at the end of the hub that is far away from the freehub base, and the two locking sleeves are threadedly connected to the hub and the freehub base.

[0012] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, the number of the first spline groove and the second spline groove is 6-12, and they are evenly distributed on the outer shell of the hub and the freehub base.

[0013] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, wherein: the first gear and the second gear are bevel gears that cooperate with each other.

[0014] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, the spring assembly consists of 6-12 small springs installed in mounting slots opened on the freehub base.

[0015] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, the number of mounting slots is consistent with the number of small springs, and the mounting slots are arranged between two adjacent slots of the second spline slot.

[0016] As a preferred embodiment of the clutch structure of a bicycle hub according to the present invention, the first gear and the second gear are provided with a first key tooth and a second key tooth, and the first key tooth and the second key tooth engage with the first spline groove and the second spline groove.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] 1. Smooth and reliable transmission: The bevel gear meshing has a small meshing gap and uniform force distribution, which effectively reduces transmission jamming and abnormal noise, and improves power transmission efficiency;

[0019] 2. Rapid clutch response: The pressure spring and spring assembly work together to ensure tight gear engagement and complete disengagement, avoiding clutch failure.

[0020] 3. Compact and durable structure: The spline groove, gears and springs are reasonably arranged, the components are evenly stressed, reducing wear and extending the overall service life of the hub. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this utility model, the present utility model will be described in detail below with reference to the accompanying drawings and detailed embodiments. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Among them:

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

[0023] Figure 2 This is a first-person perspective exploded view of the structure of this utility model;

[0024] Figure 3 This is a second-view exploded structural diagram of the present invention;

[0025] Figure 4 This is a schematic cross-sectional view of the overall structure of this utility model.

[0026] In the diagram: 100 hub, 101 first spline groove, 110 pressure spring, 120 first gear, 121 first key tooth, 130 second gear, 131 second key tooth, 140 spring assembly, 150 freehub base, 151 second spline groove, 152 mounting groove, 160 shaft, 170 bearing, 180 locking sleeve. Detailed Implementation

[0027] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0028] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0029] Secondly, this utility model is described in detail with reference to the schematic diagrams. When describing the embodiments of this utility model, for ease of explanation, the cross-sectional views showing the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this utility model. In addition, in actual manufacturing, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0030] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0031] This utility model provides the following technical solution: a clutch structure for a bicycle hub, which ensures smooth and reliable transmission during use: it adopts bevel gear meshing, with small meshing gap and uniform force distribution, effectively reducing transmission jamming and abnormal noise, and improving power transmission efficiency;

[0032] Rapid clutch response: The pressure spring and spring assembly work together to ensure tight gear engagement and complete disengagement, avoiding clutch failure.

[0033] Compact and durable structure: The spline groove, gears and springs are reasonably arranged, the components are evenly stressed, reducing wear and extending the overall service life of the hub.

[0034] Figures 1-4 The diagram shown is a structural schematic of the first embodiment of the clutch structure of a bicycle hub according to this utility model. Please refer to [link / reference]. Figures 1-4 The clutch structure of a bicycle hub according to this embodiment includes a hub, a freehub base, an axle, and matching components. The connection relationship of each component is as follows:

[0035] Spline groove and gear engagement: A first spline groove 101 is provided on the side of the hub 100 that contacts the freehub base 150. A first gear 120 is installed in the first spline groove 101, and a pressure spring 110 is installed between the first spline groove 101 and the first gear 120. A second spline groove 151 is provided on the freehub base 150 at the position corresponding to the first spline groove 101. A second gear 130 is installed in the second spline groove 151, and the first gear 120 and the second gear 130 are meshed together. A spring assembly 140 is provided between the second gear 130 and the second spline groove 151.

[0036] Shaft 160 and bearing 170 installation: Both hub 100 and freehub base 150 are sleeved on shaft 160, and bearing 170 is provided at the connection between hub 100 and shaft 160, and freehub base 150 and shaft 160. The bearing 170 enables flexible rotation of hub 100 and freehub base 150, reducing transmission resistance.

[0037] Locking sleeve 180 fixation: Locking sleeve 180 is provided at the ends of hub 100 and freehub 150 that are far apart from each other. The two locking sleeves 180 are threaded to hub 100 and freehub 150 respectively. By tightening the locking sleeve 180, hub 100, freehub 150 and axle 160 assembly can be fixed to prevent the parts from loosening during riding.

[0038] Spline groove parameter design: The number of grooves in the first spline groove 101 and the second spline groove 151 are 6-12, and they are evenly distributed on the inner wall of the outer shell of the hub 100 and the base 150 to ensure that the gear is subjected to balanced force and improve the load-bearing capacity.

[0039] Gear type selection: The first gear 120 and the second gear 130 are bevel gears that mesh with each other. The meshing surface of the bevel gears is a sloping structure, which can realize the smooth transmission of power, while reducing the meshing clearance and reducing transmission noise.

[0040] Spring assembly 140 layout: The spring assembly 140 consists of 6-12 small spring assemblies 140. The base 150 has mounting slots 152 with the same number of small springs. The mounting slots 152 are located between two adjacent slots of the second spline 151. One end of the small spring abuts against the second gear 130, and the other end is fixed in the mounting slot 152. Through the elastic force of the spring assembly 140, the second gear 130 and the first gear 120 are always reliably meshed, and a restoring force is provided when the clutch is disengaged.

[0041] The gear and the second gear 130 are provided with a first key tooth 121 and a second key tooth 131, which engage with the first spline groove and the second spline groove 151.

[0042] Assembly steps

[0043] The pressure spring 110 is installed into the first spline groove 101 of the hub 100, and then the first gear 120 is embedded into the first spline groove 101, so that one end of the pressure spring 110 abuts against the inner wall of the hub 100 and the other end abuts against the first gear 120.

[0044] Insert the small spring into the mounting slot 152 of the tower base 150, and then insert the second gear 130 into the slot of the second spline 151, so that one end of the small spring abuts against the second gear 130 and the other end is fixed to the bottom of the mounting slot 152.

[0045] Fit the hub 100 and freehub base 150 onto the shaft 160 respectively, so that the first gear 120 and the second gear 130 mesh precisely. Adjust the position of the hub 100 and freehub base 150 to ensure that the bearing 170 is installed in place.

[0046] Screw the two locking sleeves 180 into the ends of the hub 100 and the freehub base 150 respectively, and tighten them to the specified torque to complete the assembly of the entire clutch structure.

[0047] Combination Figures 1-4The clutch structure of a bicycle hub 100 according to this embodiment works as follows: When riding, the freehub 150 rotates via the chain, and the second gear 130 rotates synchronously with the freehub 150. Since the second gear 130 meshes with the first gear 120, the first gear 120 drives the hub 100 to rotate under the meshing force, thereby driving the wheel to rotate and realizing power transmission. At this time, the pressure spring 110 is compressed and generates elastic force, so that the first gear 120 and the second gear 130 mesh tightly to avoid transmission slippage. When the rider stops pedaling or gliding, the hub 100 continues to rotate under the action of inertia. The speed of the first gear 120 is higher than that of the second gear 130. The elastic force of the pressure spring 110 and the spring group 140 work together to push the first gear 120 and the second gear 130 to disengage, realizing the clutch disengagement and reducing gliding resistance.

[0048] All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art. The contents not described in detail in this specification belong to the prior art known to those skilled in the art.

[0049] In the description of this utility model, it should be understood that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this utility model and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0050] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A clutching structure of a bicycle hub, characterized by: Includes the flower drum (100) and the base (150); The hub (100) is rotatably connected to the base (150). A first spline groove (101) is provided on the side of the hub (100) that contacts the base (150). A first gear (120) is installed in the first spline groove (101). A pressure spring (110) is installed between the first spline groove (101) and the first gear (120). The first gear (120) is meshed with a second gear (130). The second gear (130) is installed in a second spline groove (151) on the base (150). A spring assembly (140) is provided between the second gear (130) and the second spline groove (151).

2. The clutch structure of a bicycle hub according to claim 1, characterized in that: The hub (100) and the base (150) are mounted on the shaft (160), and a bearing (170) is provided at the connection.

3. The clutch structure of a bicycle hub according to claim 1, characterized in that: The hub (100) and the base (150) are provided with locking sleeves (180) at their ends that are far apart from each other, and the two locking sleeves (180) are threadedly connected to the hub (100) and the base (150).

4. The clutch structure of a bicycle hub according to claim 1, characterized in that: The number of the first spline groove (101) and the second spline groove (151) is 6-12, and they are evenly distributed on the outer shell of the hub (100) and the base (150).

5. The clutch structure of a bicycle hub according to claim 1, characterized in that: The first gear (120) and the second gear (130) are bevel gears that cooperate with each other.

6. The clutch structure of a bicycle hub according to claim 1, characterized in that: The spring assembly (140) consists of 6-12 small springs installed in the mounting slot (152) opened on the tower base (150).

7. The clutch structure of a bicycle hub according to claim 6, characterized in that: The number of mounting slots (152) is the same as the number of small springs, and the mounting slots (152) are located between two adjacent slots of the second spline slot (151).

8. The clutch structure of a bicycle hub according to claim 6, characterized in that: The first gear (120) and the second gear (130) are provided with a first key tooth (121) and a second key tooth (131), and the first key tooth (121) and the second key tooth (131) are engaged with the first spline groove and the second spline groove (151).

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