An automatically engaging mechanical clutch

Abstract

The utility model belongs to the power transmission technical field of two -wheeled vehicle, specifically discloses a kind of automatic clutch mechanical clutch.The utility model includes main shaft, and the axial both ends of main shaft are all threadedly connected with lock nut, and the outer wall of main shaft is connected with connecting sleeve pipe by bearing, and the outer wall of connecting sleeve pipe is equipped with driven gear hub wheel that can slide along its axial direction, and the driven gear hub wheel is axially translated along connecting sleeve pipe steadily by the accurate guidance of thread transmission and limiting block, limiting sliding slot, the intuitive identification of scale is combined to realize stroke accurate control, and then linkage is combined with ratchet and pawl inner spiral tooth block Flexible adjustment engagement state, effectively compensate the problem that meshing gap increases due to wear, avoid driving end idling, power transmission delay and failure, can optimize riding experience, effectively prolong the overall service life of clutch, adapt to the long-term use demand of two-wheeled motor vehicle and non-motor vehicle.

Description

Technical Field

[0001] This application relates to the field of power transmission technology for two-wheeled vehicles, and more specifically, to a mechanical clutch with automatic clutch engagement. Background Technology

[0002] An automatic mechanical clutch is a device that relies on purely mechanical structures (such as centrifugal force, helical teeth, pawls, etc.) to automatically transmit and interrupt power. It is widely used in two-wheeled motorized / non-motorized vehicles (such as motorcycles and electric bicycles). Its core does not require electronic control or hydraulic assistance. It triggers the clutch action only by the speed difference between the power input end and the output end. When the speed of the driving end is higher than that of the driven end, the centrifugal force drives the pawl, flyblock and other components to engage with the driven end to transmit power. When the speed of the driving end is lower than that of the driven end, the components reset to achieve disengagement. It has the characteristics of zero operation intervention and fast response speed. It is one of the mainstream solutions to replace manual clutches and simplify riding operation.

[0003] After prolonged use, the core meshing components of an existing automatic mechanical clutch (such as the pawl and helical teeth, fly block and friction plate) are prone to wear due to continuous mechanical contact. Wear leads to an increase in meshing clearance, causing the driving end to spin freely, power transmission delay, or even failure, which seriously affects the riding experience. This necessitates frequent disassembly and replacement of wear parts, which not only increases maintenance costs but also damages the fit precision of the components due to disassembly and assembly operations, further shortening the overall service life of the clutch. Utility Model Content

[0004] To address the aforementioned problems, this application provides an automatic clutch.

[0005] The mechanical clutch with automatic engagement provided in this application adopts the following technical solution: An automatic clutch includes a main shaft with locking nuts threaded to both ends of the main shaft. A connecting sleeve is connected to the outer wall of the main shaft via a bearing. A driven gear hub is provided on the outer wall of the connecting sleeve and can slide along its axial direction. An adjustment component for driving the driven gear hub to move axially is provided between the connecting sleeve and the driven gear hub. The adjustment assembly includes a rotating ring, with a drive ring fixedly connected to one side of the rotating ring. The drive ring drives the rotating ring to rotate, thereby causing the driven gear hub to translate axially.

[0006] Furthermore, limit grooves are provided on both sides of the outer wall of the connecting sleeve, and limit blocks are fixedly connected to both sides of the inner wall of the driven gear hub. Each limit block is slidably connected to the corresponding limit groove.

[0007] Furthermore, a fixed ring is fixedly connected to the outer wall of the connecting sleeve, and a rotating ring is threadedly connected to the fixed ring. One end of the rotating ring is threaded through the fixed ring and rotatably connected to one side of the driven gear hub.

[0008] Furthermore, the outer wall of the connecting sleeve is provided with graduations to indicate the axial sliding stroke of the driven gear hub.

[0009] Furthermore, a pawl is provided on one side of the driven gear hub. The structure of the pawl is adapted to the structure of the driven gear hub. A helical tooth block inside the pawl is connected to one side of the pawl. The inner wall of the pawl meshes with the outer wall of the helical tooth block inside the pawl. A driving wheel is fixedly connected to one side of the helical tooth block inside the pawl.

[0010] The above technical solution effectively compensates for the increased meshing clearance caused by wear by adjusting the components.

[0011] Furthermore, the fixed ring has an arc-shaped through hole inside, the drive ring has a threaded hole on one side, and a locking bolt is provided on one side of the drive ring.

[0012] Furthermore, one end of the locking bolt passes through a threaded hole and an arc-shaped through hole in sequence, and a compression nut is threadedly connected to the outer wall of one end of the locking bolt.

[0013] Furthermore, both the locking bolt near the drive ring and the clamping nut near the fixed ring are provided with collars, which are made of elastic material.

[0014] The above technical solution enables reliable locking after the clutch is adjusted to the correct position by using locking bolts and clamping nuts.

[0015] In summary, this application includes at least one of the following beneficial technical effects: (1) This utility model drives the rotating ring to rotate through the drive ring in the adjustment component. Through the thread transmission and the precise guidance of the limit block and the limit slide, the driven gear hub wheel moves smoothly along the connecting sleeve. Combined with the intuitive marking of the scale, the stroke is accurately controlled. Then, the linkage and combination of the pawl and the helical tooth block inside the pawl flexibly adjust the meshing state, effectively compensate for the problem of increased meshing clearance caused by wear, avoid the active end spinning, power transmission delay and failure, optimize the riding experience, and at the same time, there is no need to frequently disassemble and replace the vulnerable parts, which reduces the maintenance cost and avoids the damage to the component fitting accuracy caused by disassembly and assembly operations, effectively extending the overall service life of the clutch and adapting to the long-term use needs of two-wheeled motorized and non-motorized vehicles. (2) This utility model can reliably lock the clutch after it is adjusted to the correct position by using locking bolts and clamping nuts. It not only adapts to different adjustment position requirements by using arc-shaped through holes, and ensures accurate positioning, firm locking and self-locking by using threaded fit, but also relies on elastic collar buffering and vibration reduction and protective parts to stabilize the clutch. It effectively avoids abnormal power transmission caused by locking failure, ensures stable operation of the clutch automatically engaging and disengaging according to the number of revolutions, reduces maintenance costs and extends service life. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a side view of the overall structure of this utility model; Figure 3 This is an exploded view of the overall structure of this utility model; Figure 4 This is a schematic diagram of the overall structure of the limiting groove of this utility model; Figure 5 This is a schematic diagram of the overall structure of the driven gear hub of this utility model; Figure 6 This is a cross-sectional view of the overall structure of this utility model.

[0017] Explanation of reference numerals in the attached diagram: 1. Main shaft; 2. Connecting sleeve; 3. Engaging pawl; 4. Driven gear hub wheel; 5. Rotating ring; 6. Drive ring; 7. Limiting block; 8. Limiting groove; 9. Fixing ring; 10. Driving wheel; 11. Locking nut; 12. Threaded hole; 13. Locking bolt; 14. Compression nut; 15. Collar; 16. Inner helical tooth block of the pawl; 17. Scale; 18. Arc-shaped through hole. Detailed Implementation

[0018] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0019] Reference Figures 1-6 An automatic clutch includes a main shaft 1, with locking nuts 11 threaded to both ends of the main shaft 1. A connecting sleeve 2 is connected to the outer wall of the main shaft 1 via a bearing. A driven gear hub 4 that can slide along its axial direction is provided on the outer wall of the connecting sleeve 2. An adjustment component for driving the driven gear hub 4 to move axially is provided between the connecting sleeve 2 and the driven gear hub 4. The adjustment assembly includes a rotating ring 5, and a drive ring 6 is fixedly connected to one side of the rotating ring 5. The drive ring 6 is used to drive the rotating ring 5 to rotate, thereby driving the driven gear hub 4 to translate axially.

[0020] Reference Figures 1-5 The connecting sleeve 2 has limit grooves 8 on both sides of its outer wall. The driven gear hub 4 has limit blocks 7 fixedly connected to both sides of its inner wall. Each limit block 7 is slidably connected to the corresponding limit groove 8. The connecting sleeve 2 has a fixed ring 9 fixedly connected to its outer wall. The rotating ring 5 is threadedly connected to the fixed ring 9. One end of the rotating ring 5 is threaded through the fixed ring 9 and rotatably connected to one side of the driven gear hub 4. The connecting sleeve 2 has a scale 17 on its outer wall to mark the axial sliding stroke of the driven gear hub 4. The driven gear hub 4 has a pawl 3 on one side. The structure of the pawl 3 is adapted to the structure of the driven gear hub 4. The pawl 3 has an inner helical tooth block 16 connected to one side of its pawl. The inner wall of the pawl 3 meshes with the outer wall of the inner helical tooth block 16. The driving wheel 10 is fixedly connected to one side of the inner helical tooth block 16.

[0021] The driven gear hub 4 can be precisely axially translated along the limiting slide groove 8 of the connecting sleeve 2 by adjusting the component. Its stroke is marked in real time by the scale 17, which in turn drives the pawl 3 and the helical tooth block 16 inside the pawl to adjust the meshing state, so as to achieve precise matching and stable switching of power transmission between the driving wheel 10 and the driven gear hub 4. The specific operation method is as follows: first, a rotational force is applied to the driving ring 6, which can drive the rotating ring 5 to rotate synchronously. Since the rotating ring 5 and the fixed ring 9 fixedly connected to the outer wall of the connecting sleeve 2 form a threaded connection, the rotational motion can be precisely converted into axial driving force by means of the thread lead. The threaded connection has the advantages of strong self-locking and high adjustment accuracy, which can avoid the situation of self-displacement after adjustment. When rotating, the rotating ring 5 is smoothly pushed along the thread structure of the fixed ring 9. Its other end is rotated and connected to one side of the driven gear hub 4, which can avoid generating additional torque when pushing the driven gear hub 4 and ensure the smoothness of motion transmission. The limiting blocks 7 on both sides of the inner wall of the driven gear hub 4 and the limiting grooves 8 on both sides of the outer wall of the connecting sleeve 2 form a sliding fit. The limiting grooves 8 can provide precise guidance for the limiting blocks 7, effectively restricting the circumferential rotation of the driven gear hub 4 and only allowing it to translate along the axial direction. It has the advantages of precise guidance, anti-deviation, and high motion stability, ensuring that the driven gear hub 4 always maintains coaxiality with the main shaft 1 during the translation process. The scale 17 on the outer wall of the connecting sleeve 2 is intuitively readable and facilitates precise control of the stroke. It can reflect the axial sliding distance of the driven gear hub 4 in real time, making it convenient for operators to adjust to the target position according to actual needs. When the driven gear hub 4 moves, it drives the mating pawl 3 on one side to move synchronously. The mating structure between the mating pawl 3 and the driven gear hub 4 ensures the coordination of their movement. The inner wall of the mating pawl 3 and the outer wall of the inner helical tooth block 16 of the pawl are meshed. This connection method has the advantages of constant transmission ratio, reliable power transmission, and strong load-bearing capacity, and can realize synchronous linkage adjustment between the two. One side of the inner helical tooth block 16 of the pawl is fixedly connected to the driving wheel 10. The connection is firm and the transmission efficiency is high. Finally, by changing the meshing state of the mating pawl 3 and the inner helical tooth block 16 of the pawl, the precise matching and stable switching of power transmission between the driving wheel 10 and the driven gear hub 4 are achieved.

[0022] Throughout the adjustment process, the locking nuts 11 at both ends of the main shaft 1 achieve axial positioning of the main shaft 1 through threaded connection. The threaded connection has the advantages of reliable locking and convenient disassembly, which can effectively prevent axial movement of the main shaft 1 during operation. In addition, the bearing connection between the main shaft 1 and the connecting sleeve 2 can convert sliding friction into rolling friction, which has the advantages of low friction coefficient, less wear, and smooth rotation, ensuring the flexibility of relative rotation between the two. At the same time, the fixed ring 9 is firmly assembled on the connecting sleeve 2 through fixed connection, providing a reliable support foundation for the rotating ring 5, ensuring the overall structural stability of the adjustment assembly. The coordinated cooperation of each component not only ensures the convenience, accuracy, and efficiency of the adjustment operation, but also improves the stability, adaptability, and service life of the clutch power transmission.

[0023] By adjusting the drive ring 6 in the assembly, the rotating ring 5 is driven to rotate. Through the threaded transmission and the precise guidance of the limit block 7 and the limit slide 8, the driven gear hub wheel 4 is smoothly axially translated along the connecting sleeve 2. Combined with the intuitive markings on the scale 17, the stroke is precisely controlled. Furthermore, the linkage with the pawl 3 and the helical tooth block 16 inside the pawl flexibly adjusts the meshing state, effectively compensating for the problem of increased meshing clearance caused by wear, avoiding the problem of the active end spinning freely, power transmission delay and failure, and optimizing the riding experience. At the same time, it eliminates the need for frequent disassembly and replacement of vulnerable parts, which reduces maintenance costs and avoids damage to the component fitting precision caused by disassembly and assembly operations, effectively extending the overall service life of the clutch and adapting to the long-term use needs of two-wheeled motorized and non-motorized vehicles.

[0024] Reference Figures 1-5 The fixed ring 9 has an arc-shaped through hole 18 inside, the drive ring 6 has a threaded hole 12 on one side, and a locking bolt 13 is provided on one side of the drive ring 6. One end of the locking bolt 13 passes through the threaded hole 12 and the arc-shaped through hole 18 in sequence. A clamping nut 14 is threaded to the outer wall of one end of the locking bolt 13. Both the side of the locking bolt 13 near the drive ring 6 and the side of the clamping nut 14 near the fixed ring 9 are provided with collars 15, which are made of elastic material.

[0025] Locking of the adjusted structure can be achieved by tightening bolt 13 and clamping nut 14. The specific operation method is as follows: First, according to the clutch power transmission requirements and the meshing state of the pawl 3 and the inner helical tooth block 16 of the pawl, the rotating drive ring 6 drives the rotating ring 5 to rotate synchronously. The rotational motion is converted into axial driving force by means of the threaded connection between the rotating ring 5 and the fixed ring 9, which pushes the driven gear hub wheel 4 to move precisely to the target position along the limiting slide groove 8 of the connecting sleeve 2. At this time, the threaded hole 12 on one side of the drive ring 6 and the arc-shaped through hole 18 of the fixed ring 9 are coaxially aligned. The arc-shaped design of the arc-shaped through hole 18 has the advantage of adapting to the rotation adjustment stroke of the drive ring 6, and can meet the locking requirements of different adjustment positions. Next, one end of the locking bolt 13 is passed through the threaded hole 12 of the drive ring 6 and the arc-shaped through hole 18 of the fixed ring 9 in sequence. The threaded engagement between the threaded hole 12 and the locking bolt 13 has the advantages of firm connection and precise positioning, which can ensure that the locking bolt 13 does not shift after installation. Subsequently, tighten the clamping nut 14 at the end of the locking bolt 13 that passes through the arc-shaped through hole 18. The threaded connection between the clamping nut 14 and the locking bolt 13 has the advantages of strong self-locking and reliable locking, which can prevent loosening during long-term use. The elastic material collar 15 on the side of the locking bolt 13 near the drive ring 6 and the side of the clamping nut 14 near the fixed ring 9 has the advantages of buffering and vibration reduction and increasing friction. It can not only alleviate the squeezing damage to the surface of the drive ring 6 and the fixed ring 9 during the locking process, but also improve the stability of the locking structure and prevent loosening caused by vibration, thereby ensuring the stability of the clutch power transmission.

[0026] The locking bolt 13 and the clamping nut 14 can reliably lock the clutch after it is adjusted to the correct position. The arc-shaped through hole 18 can be used to adapt to different adjustment position requirements. The threaded fit ensures accurate positioning, firm locking and self-locking. The elastic collar 15 provides buffering and vibration reduction and the protective parts enhance stability. This effectively avoids abnormal power transmission caused by locking failure, ensures stable operation of the clutch automatically engaging and disengaging according to the number of revolutions, reduces maintenance costs and extends service life.

[0027] Working principle: First, the rotating drive ring 6 drives the rotating ring 5 to rotate synchronously. The threaded connection between the rotating ring 5 and the fixed ring 9 converts the rotational motion into axial driving force. Under the precise guidance of the limiting block 7 and the limiting slide groove 8, the driven gear hub 4 is pushed to move axially along the connecting sleeve 2. The stroke is precisely controlled by the scale 17 on the outer wall of the connecting sleeve 2, so that the driven gear hub 4 drives the engaging pawl 3 to move synchronously. Then, the engaging pawl 3 and the inner spiral tooth block 16 of the pawl are linked to adjust the meshing state, so as to realize the adaptation and switching of power transmission between the driving wheel 10 and the driven gear hub 4 (when the speed of the driving wheel 10 is higher than that of the driven gear hub 4, the power is transmitted through meshing; when it is lower, the power is automatically disengaged). After adjustment, the locking bolt 13 is passed through the threaded hole 12 of the drive ring 6 and the arc-shaped through hole 18 of the fixed ring 9 in sequence, and the clamping nut 14 is tightened. The structure is reliably locked by means of the buffering and stabilizing effect of the elastic material collar 15. During the whole process, the main shaft 1 is axially positioned by the locking nut 11. The bearing connection ensures that the main shaft 1 and the connecting sleeve 2 rotate smoothly relative to each other. All components work together to complete the automatic engagement and disengagement of power, while compensating for the wear clearance of the meshing parts and ensuring the stable operation of the clutch.

[0028] All parts not covered in this device are the same as or can be implemented using existing technologies.

[0029] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An automatic clutch comprising a main shaft (1), characterized in that, Both ends of the main shaft (1) are threaded with locking nuts (11). The outer wall of the main shaft (1) is connected to a connecting sleeve (2) through a bearing. The outer wall of the connecting sleeve (2) is provided with a driven gear hub (4) that can slide along its axial direction. An adjustment component for driving the driven gear hub (4) to move axially is provided between the connecting sleeve (2) and the driven gear hub (4). The adjustment assembly includes a rotating ring (5), and a drive ring (6) is fixedly connected to one side of the rotating ring (5). The drive ring (6) is used to drive the rotating ring (5) to rotate, thereby driving the driven gear hub wheel (4) to translate axially.

2. The automatic clutch mechanical clutch according to claim 1, characterized in that: Limiting grooves (8) are provided on both sides of the outer wall of the connecting sleeve (2), and limiting blocks (7) are fixedly connected to both sides of the inner wall of the driven gear hub (4). Each limiting block (7) is slidably connected to the corresponding limiting groove (8).

3. The automatic clutch according to claim 1, characterized in that: The outer wall of the connecting sleeve (2) is fixedly connected to a fixed ring (9), and the rotating ring (5) is threadedly connected to the fixed ring (9). One end of the rotating ring (5) is threaded through the fixed ring (9) and rotatably connected to one side of the driven gear hub (4).

4. The automatic clutch according to claim 1, characterized in that: The outer wall of the connecting sleeve (2) is provided with a scale (17) to mark the axial sliding stroke of the driven gear hub (4).

5. The automatic clutch according to claim 1, characterized in that: The driven gear hub (4) is provided with a pawl (3) on one side. The structure of the pawl (3) is adapted to the structure of the driven gear hub (4). A pawl inner helical tooth block (16) is connected to one side of the pawl (3). The inner wall of the pawl (3) meshes with the outer wall of the pawl inner helical tooth block (16). A drive wheel (10) is fixedly connected to one side of the pawl inner helical tooth block (16).

6. The automatic clutch mechanical clutch according to claim 3, characterized in that: The fixed ring (9) has an arc-shaped through hole (18) inside, the drive ring (6) has a threaded hole (12) on one side, and a locking bolt (13) is provided on one side of the drive ring (6).

7. A mechanical clutch with automatic engagement and disengagement according to claim 6, characterized in that: One end of the locking bolt (13) passes through the threaded hole (12) and the arc-shaped through hole (18) in sequence, and a compression nut (14) is threadedly connected to the outer wall of one end of the locking bolt (13).

8. A mechanical clutch with automatic engagement and disengagement according to claim 7, characterized in that: Both the locking bolt (13) near the drive ring (6) and the clamping nut (14) near the fixing ring (9) are provided with collars (15).

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