An automatic clutch

Abstract

The utility model belongs to motorcycle drive technology field, specifically discloses an automatic clutch, power input assembly, power transmission assembly and power output assembly, power input assembly includes driving disc, driving disc is equipped with first transmission shaft, first transmission shaft is worn and is connected with driven disc, power transmission assembly includes pressing plate, clutch piece group, push assembly, limit cylinder and gland, limit cylinder is connected in bottom plate, clutch piece group is alternately stacked with first steel sheet of movable connection in limit cylinder and second steel sheet of movable connection in gland, push assembly is arranged between clutch piece group and driven disc, power output assembly includes rotatable core shaft of first transmission shaft, and core shaft is connected in gland through spline shaft. The utility model discloses through many clutch piece formula structure not only can improve transmission efficiency, disperse the friction heat of clutch piece, improve the service life of clutch piece, and simultaneously through the driven disc and push assembly with elastic reset function, realize power steady output, safe and reliable.

Description

Technical Field

[0001] This utility model belongs to the field of motorcycle transmission technology, and specifically relates to an automatic clutch. Background Technology

[0002] The motorcycle clutch is a key component of the motorcycle's transmission system. Its main function is to control the transmission of engine power to the gearbox, achieving smooth engagement and disengagement of power. With the continuous development of motorcycle technology, the structural design of the clutch is constantly being improved to meet higher requirements for transmission efficiency and service life.

[0003] Currently, the most common motorcycle clutches on the market are mainly divided into two types: wet multi-plate clutches and continuously variable transmission (CVT) clutches. Wet multi-plate clutches typically consist of a center sleeve, clutch plates, steel plates, springs, and a pressure plate. This structure provides good transmission performance, but during long-term use, friction between the clutch plates and steel plates leads to wear, affecting the clutch's lifespan. To address this issue, CN207161562U discloses a new type of motorcycle clutch with rectangular teeth and oil passages on its center sleeve, which can better lubricate the contact surfaces of the clutch plates and steel plates, reducing wear.

[0004] In terms of clutch pressure control, traditional motorcycle clutches mostly use coil springs to provide pressure. CN110375006A proposes a motorcycle clutch and actuator with disc springs. By replacing the traditional coil springs with disc springs, the problem of small deformation energy per unit volume and short life of coil springs is solved. At the same time, the required separation force of the clutch is reduced, and the shift shock of the transmission is reduced.

[0005] CN202728509U discloses a simplified design for a continuously variable transmission (CVT) clutch in motorcycles, including a drive pulley, a drive belt, and a driven pulley. It uses a more flexible drive belt instead of friction centrifugal shoes as the transmission engagement element, resulting in a smoother and gentler engagement process. This design reduces frictional transmission losses, increases the engine's effective output power, and improves the motorcycle's acceleration and climbing ability.

[0006] Recently, CN222046448U disclosed a motorcycle clutch center sleeve, including an inner plate assembly, a clutch disc assembly (13), a driven plate assembly, a pressure plate assembly, and an elastic pressing assembly, and a sliding clutch assembly is provided between the pressure plate assembly and the driven plate assembly, which effectively reduces the manufacturing difficulty of the sliding clutch assembly and facilitates subsequent inspection and maintenance.

[0007] However, existing motorcycle clutch technology still has some problems. First, traditional continuously variable transmission (CVT) actuators rely on friction transmission between the ball bearing and the die. Due to the small contact area between the ball bearing and the die, energy loss is relatively large, resulting in relatively low transmission efficiency and high fuel consumption. Second, during long-term friction transmission, the contact parts are prone to wear, which can easily lead to overheating of the contact surfaces. Frequent wear necessitates periodic replacement of these parts, reducing system reliability and increasing maintenance costs for users.

[0008] Therefore, there is an urgent need for a motorcycle clutch structure that can improve transmission efficiency, reduce component wear, and extend service life in order to solve the problems existing in the current technology.

[0009] To address the problems of low transmission efficiency, rapid wear of contact parts, and short service life in existing motorcycle clutches, it is necessary to improve the clutch structure to solve these current technical issues. Utility Model Content

[0010] The purpose of this invention is to provide an automatic clutch that improves transmission efficiency, increases friction area, disperses frictional heat of the clutch plates, and extends the service life of the clutch plates through a multi-clutch plate structure. At the same time, through a driven plate with elastic reset function and a push assembly, it achieves smooth power output and is safe and reliable.

[0011] To achieve the above objectives, the present invention adopts the following technical solution: an automatic clutch, comprising a power input component, a power transmission component, and a power output component. The power input component comprises a bowl-shaped driving plate and a driven plate. The convex surface of the driving plate is provided with a first transmission shaft, and the center of the first transmission shaft is provided with a shaft hole. The concave surface of the driven plate is provided with a second transmission shaft that is slidably sleeved on the outside of the first transmission shaft. The top of the first transmission shaft is provided with a special-shaped connector. The power transmission assembly includes a pressure plate, a limiting cylinder, a clutch plate assembly, a pushing assembly, and a pressure cover. A first spring is provided between the pressure plate and the driven plate. The first spring is sleeved on the outside of the second transmission shaft. The center of the pressure plate is detachably sleeved on the top of the first transmission shaft and rotates synchronously with the first transmission shaft. The limiting cylinder is fixedly connected to the bottom surface of the pressure plate. The clutch plate assembly includes multiple annular first steel plates and second steel plates alternately sleeved on the outside of the limiting cylinder. The multiple first steel plates are slidably connected to the outer wall of the limiting cylinder and rotate synchronously with the limiting cylinder. The multiple second steel plates are slidably connected to the side wall of the pressure cap and rotate synchronously with the pressure cap. The push assembly is disposed between the clutch plate group and the driven plate; the top surface of the pressure cap is provided with a bushing that can be rotatably inserted into the shaft hole, and the bushing is provided with a spline hole at its center; The power output assembly includes a spindle that is rotatably inserted through the shaft hole, and one end of the spindle is provided with a spline shaft adapted to the spline hole.

[0012] To better realize this utility model, the top of the first drive shaft is provided with a special-shaped connector, the pressure plate is provided with a special-shaped interface adapted to the special-shaped connector, the pressure plate is sleeved on the special-shaped connector through the special-shaped interface, and the special-shaped connector is threaded with a locking nut after passing through the special-shaped interface.

[0013] To better realize this utility model, the convex surfaces of the active disk and the driven disk are arranged opposite each other to form a V-shaped angle.

[0014] To better realize this utility model, the inner ring of the first steel sheet is provided with a plurality of first protrusions along the circumferential direction, and the outer wall of the limiting cylinder is provided with a plurality of first sliding grooves along the axial direction for the first protrusions to slide.

[0015] To better realize this utility model, the outer ring of the second steel sheet is provided with a plurality of second protrusions along the circumferential direction, and the side wall of the pressure cap is provided with a plurality of second sliding grooves along the axial direction for the second protrusions to slide.

[0016] To better realize this utility model, the jacking assembly includes an annular base plate, a top plate, and multiple connecting rods movably connected between the top plate and the base plate. The base plate is fixedly connected to the driven plate, and the two ends of the connecting rods are respectively connected to the top plate and the base plate through ball joints. The rotation angle range of the connecting rods in the vertical direction is 0°-90°.

[0017] To better realize this utility model, a plurality of second springs are connected circumferentially between the top plate and the bottom plate.

[0018] Beneficial effects: 1. This utility model uses a clutch plate assembly formed by alternating stacking of multiple first and second steel plates as the clutch structure, which greatly increases the friction area, improves transmission efficiency, reduces energy loss, and thus effectively reduces fuel consumption. The multi-plate stacking design of the clutch plate assembly makes the friction force distribution more uniform and the transmission more stable and reliable. 2. This invention effectively disperses frictional heat by increasing the friction area, reducing wear per unit area, and increasing the service life of the clutch, thereby reducing user maintenance costs and replacement frequency. Simultaneously, the multi-clutch plate design ensures that even if some clutch plates wear, overall performance remains at a high level. 3. Through the design of the first and second springs, this utility model allows the vehicle's speed to be flexibly adjusted according to the engine's output power. When the engine output power is strong, the greater the pressure on the clutch plate assembly, the greater the friction and the stronger the output power. Moreover, due to the elastic force of the first and second springs, the clutch plate assembly will be gradually pressed down, and the power will be output gradually without sudden increase, ensuring stable power output and safe driving. Conversely, when the engine output power gradually decreases, under the action of the first and second springs, the driven plate and push assembly will slowly return to their original positions, thereby gradually reducing the speed and achieving a stable power output effect. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of the clutch of this utility model in the transmission state; Figure 2 This is a three-dimensional structural diagram of the clutch of this utility model in the non-transmission state; Figure 3 This is an exploded structural diagram of the clutch of this utility model; Figure 4 This utility model Figure 3 Enlarged view of point A in the image; Figure 5 This is a structural diagram of the jacking assembly of this utility model in the transmission state; Figure 6 This is a structural diagram of the jacking assembly of this utility model in the non-transmission state; Figure 7 This is a structural diagram of the pressure cap of this utility model.

[0020] In the diagram: 1. Driving disc; 2. Driven disc; 3. First drive shaft; 4. Shaft hole; 5. Second drive shaft; 6. Irregular joint; 7. Pressure plate; 71. Irregular interface; 8. Limiting cylinder; 81. First slide groove; 9. Clutch plate assembly; 91. First steel plate; 911. First protrusion; 92. Second steel plate; 921. Second protrusion; 10. Pushing assembly; 101. Base plate; 102. Top plate; 103. Connecting rod; 104. Second spring; 11. Pressure cap; 111. Second slide groove; 12. First spring; 13. Locking nut; 14. Bushing; 15. Spline hole; 16. Mandrel; 17. Spline shaft. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] Example like Figure 1 - Figure 7 As shown, an automatic clutch includes a power input component, a power transmission component, and a power output component. The power input component includes a cup-shaped driving plate 1 and a driven plate 2, with their convex surfaces facing each other to form a V-shaped angle. The driving plate 1 and the driven plate 2 are connected to the power output pulley of a motorcycle engine via a belt. The engine drives the power output pulley to rotate, and the power output pulley drives the driving plate 1 and the driven plate 2 to rotate via the belt, thereby achieving power input. The V-shaped angle formed by the driving plate 1 and the driven plate 2 increases the contact area between the belt and the driving plate 1 and the driven plate 2, improving the efficiency of power transmission. Furthermore, the V-shaped structure can, to a certain extent, limit the position of the belt, preventing belt deviation during operation and ensuring the reliability of the clutch operation. When the engine is running, the belt drives the driving and driven pulleys to rotate. As the belt speed increases, the driven plate 2 rotates while moving away from the axis of rotation, causing the clutch plate assembly 9 to engage, thereby achieving power output.

[0023] The convex surface of the driving disc 1 is provided with a first drive shaft 3, and the center of the first drive shaft 3 is provided with a shaft hole 4. The concave surface of the driven disc 2 is provided with a second drive shaft 5 that is slidably sleeved on the outside of the first drive shaft 3. The first drive shaft 3 and the second drive shaft 5 can move linearly or spirally relative to each other along the axial direction. The top of the first drive shaft 3 is provided with a special-shaped joint 6.

[0024] The power transmission assembly includes a pressure plate 7, a limiting cylinder 8, a clutch plate group 9, a push assembly 10, and a pressure cover 11. A first spring 12 is provided between the pressure plate 7 and the driven disc 2. The first spring 12 is sleeved on the outside of the second transmission shaft 5. The first spring 12 mainly plays the role of resetting the driven disc 2. When the belt speed decreases, the driven disc 2 gradually resets towards the driving disc 1 under the elastic force of the first spring 12, so that the clutch plate group 9 separates from each other and the transmission is discontinued.

[0025] The pressure plate 7 is provided with a non-circular interface 71 adapted to the non-circular connector 6. The pressure plate 7 is sleeved on the non-circular connector 6 through the non-circular interface 71 and rotates synchronously with the first drive shaft 3. The non-circular connector 6 is threaded with a locking nut 13 after passing through the non-circular interface 71. The limiting cylinder 8 is fixedly connected to the bottom surface of the pressure plate 7. The clutch plate assembly 9 includes multiple annular first steel plates 91 and second steel plates 92. The multiple first steel plates 91 and second steel plates 92 are alternately sleeved on the outside of the limiting cylinder 8. The inner ring of the first steel plate 91 is provided with multiple first protrusions 911 along the circumferential direction. The outer wall of the limiting cylinder 8 is provided with multiple first sliding grooves 81 along the axial direction for the first protrusions 911 to slide. Under the limitation of the first protrusions 911 by the first sliding grooves 81, the first steel plate 91 rotates synchronously with the limiting cylinder 8. The outer ring of the second steel sheet 92 is provided with a plurality of second protrusions 921 along the circumferential direction. The side wall of the pressure cover 11 is provided with a plurality of second sliding grooves 111 along the axial direction for the second protrusions 921 to slide. Under the limitation of the second protrusions 921 by the second sliding grooves 111, the pressure cover 11 rotates synchronously with the second steel sheet 92.

[0026] The push assembly 10 is disposed between the clutch plate group 9 and the driven plate 2. The push assembly 10 includes an annular base plate 101, a top plate 102, and multiple connecting rods 103 movably connected between the top plate 102 and the base plate 101. The base plate 101 is fixedly connected to the driven plate 2. The two ends of the connecting rods 103 are respectively connected to the top plate 102 and the base plate 101 through ball joints. The vertical rotation angle range of the connecting rods 103 is 0°-90°. The driven plate 2 rotates under the drive of the engine belt, thereby driving the base plate. 101 rotate together. During the rotation, since the connecting rod 103 is connected to the top plate 102 and the bottom plate 101 through the ball joint, the connecting rod will gradually push the top plate 102 and the bottom plate 101 apart, thereby forming a pressure on the clutch plate assembly 9. Multiple second springs 104 are connected circumferentially between the top plate 102 and the bottom plate 101. When the speed of the driven plate 2 decreases, the speed of the bottom plate 101 slows down accordingly. Under the pull of the second springs 104, the top plate 102 and the bottom plate 101 gradually return to their original positions, the clutch plate assembly 9 separates, and the transmission is disconnected.

[0027] The top surface of the pressure cap 11 is provided with a bushing 14 that can be rotatably inserted into the shaft hole 4. The center of the bushing 14 is provided with a spline hole 15. The power output assembly includes a spindle 16 that can be rotatably inserted into the shaft hole 4. One end of the spindle 16 is provided with a spline shaft 17 that is adapted to the spline hole 15. After the clutch plate assembly 9 is pressed by the top plate 102, the first drive shaft 3 drives the pressure plate 7 to rotate. The pressure plate 7 drives the limiting cylinder 8 to rotate together. The limiting cylinder 8 drives the first steel plate 91 to rotate. The first steel plate 91 drives the second steel plate 92 to rotate through friction. The second steel plate 92 drives the pressure cap 11 to rotate. The pressure cap 11 drives the spindle 16 to rotate through the connection between the spline shaft 17 and the spline hole 15. The spindle 16 is connected to the vehicle wheel hub, thereby outputting power to the wheel.

[0028] The working principle of this utility model can be summarized as follows: The power output belt of the motorcycle engine is connected between the driving disc 1 and the driven disc 2, which drives the driving disc 1 and the driven disc 2 to rotate. The driving disc 1 drives the pressure plate 7 to rotate through the first transmission shaft 3. The pressure plate 7 drives the limit cylinder 8 to rotate. The limit cylinder 8 drives the first steel plate 91 to rotate.

[0029] As the belt rotation speed increases, the driven disc 2 moves closer to the pressure plate 7, compressing the first spring 12. Simultaneously, since the connecting rod 103 is connected to the top plate 102 and the bottom plate 101 via a ball joint, and the bottom plate 101 is fixedly connected to the driven disc 2, the connecting rod gradually expands the top plate 102 and the bottom plate 101, stretching the second spring 104 and thus creating pressure on the clutch plate assembly 9. The first steel plate 91 and the second steel plate 92 are squeezed, increasing friction. The first steel plate 91 drives the second steel plate 92 to rotate, and the second steel plate 92 drives the pressure cover 11 to rotate. The pressure cover 11 drives the spindle 16 to rotate, and the spindle 16 drives the wheel to rotate, thus completing the power transmission of the engine.

[0030] As the belt speed gradually decreases, the driven disc 2 returns to its original position towards the driving disc 1 under the pushing force of the first spring 12. The top plate 102 and bottom plate 101 of the push assembly 10 gradually move closer to each other and return to their original position under the pulling force of the second spring 104. The first steel plate 91 and the second steel plate 92 gradually separate, the friction decreases or even disappears, and then the cover 11, spindle 16 and wheels all stop rotating, and the vehicle stops moving.

[0031] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. An automatic clutch characterized by comprising: It includes a power input component, a power transmission component and a power output component. The power input component includes a bowl-shaped active disk (1) and a driven disk (2). The convex surface of the active disk (1) is provided with a first transmission shaft (3). The center of the first transmission shaft (3) is provided with a shaft hole (4). The concave surface of the driven disk (2) is provided with a second transmission shaft (5) that is slidably sleeved on the outside of the first transmission shaft (3). The power transmission assembly includes a pressure plate (7), a limiting cylinder (8), a clutch plate assembly (9), a push assembly (10), and a pressure cover (11). A first spring (12) is provided between the pressure plate (7) and the driven plate (2). The first spring (12) is sleeved on the outside of the second transmission shaft (5). The center of the pressure plate (7) is detachably sleeved on the top end of the first transmission shaft (3) and rotates synchronously with the first transmission shaft (3). The limiting cylinder (8) is fixedly connected to the bottom surface of the pressure plate (7). The clutch plate assembly (9) includes multiple annular first steel plates (91) and second steel plates (92) alternately sleeved on the outside of the limiting cylinder (8). The multiple first steel plates (91) are slidably connected to the outer wall of the limiting cylinder (8) and rotate synchronously with the limiting cylinder (8). The multiple second steel plates (92) are slidably connected to the side wall of the pressure cap (11) and rotate synchronously with the pressure cap (11). The push assembly (10) is disposed between the clutch plate group (9) and the driven plate (2); the top surface of the pressure cap (11) is provided with a bushing (14) that can be rotatably inserted into the shaft hole (4), and the center of the bushing (14) is provided with a spline hole (15). The power output assembly includes a spindle (16) rotatably inserted through the shaft hole (4), and one end of the spindle (16) is provided with a spline shaft (17) adapted to the spline hole (15).

2. An automatic clutch according to claim 1, wherein The top of the first drive shaft (3) is provided with a special-shaped connector (6), and the pressure plate (7) is provided with a special-shaped interface (71) adapted to the special-shaped connector (6). The pressure plate (7) is sleeved on the special-shaped connector (6) through the special-shaped interface (71). The special-shaped connector (6) is threaded with a locking nut (13) after passing through the special-shaped interface (71).

3. An automatic clutch as claimed in claim 1, wherein The convex surfaces of the driving disk (1) and the driven disk (2) are arranged opposite each other to form a V-shaped angle.

4. An automatic clutch as claimed in claim 1, wherein The inner ring of the first steel sheet (91) is provided with a plurality of first protrusions (911) along the circumferential direction, and the outer wall of the limiting cylinder (8) is provided with a plurality of first grooves (81) along the axial direction for the first protrusions (911) to slide.

5. An automatic clutch as claimed in claim 1, wherein, The outer ring of the second steel sheet (92) is provided with a plurality of second protrusions (921) along the circumferential direction, and the side wall of the pressure cap (11) is provided with a plurality of second sliding grooves (111) along the axial direction for the second protrusions (921) to slide.

6. An automatic clutch as claimed in claim 1, wherein The jacking assembly (10) includes an annular base plate (101), a top plate (102), and multiple connecting rods (103) movably connected between the top plate (102) and the base plate (101). The base plate (101) is fixedly connected to the driven disk (2). The two ends of the connecting rods (103) are respectively connected to the top plate (102) and the base plate (101) through ball joints, and the rotation angle of the connecting rods (103) in the vertical direction is 0°-90°.

7. An automatic clutch according to claim 6, wherein A plurality of second springs (104) are circumferentially connected between the top plate (102) and the bottom plate (101).

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