Multi-stage buffer pressing mechanism for gearbox clutch friction plate

Abstract

The utility model discloses a kind of gearbox clutch friction plate multistage buffer compression mechanisms, specifically related to compression mechanism technical field, including cover, the cover rear end is fixed with cover eave, the cover eave rear end is equipped with flywheel, the flywheel rear end is fixed with gear, the cover eave is connected between flywheel by multiple fixed components of annular array distribution, the fixed component includes screw, screw bottom is fixed with the upper lock washer of sleeve, the lower lock washer is equipped in the upper lock washer bottom. Cover in the utility model is connected with flywheel by multiple fixed components, screw is sequentially passed through upper lock washer, lower lock washer, and the lower wedge tooth of lower lock washer and the upper wedge tooth of upper lock washer are interlocked, to this can ensure that cover eave and flywheel are connected firm, in addition, torsional damper on shock absorber disc of driven disc front end can play buffering effect when power transmission, further improve stability.

Description

Technical Field

[0001] This utility model relates to the field of clamping mechanism technology, and more specifically to a multi-stage buffer clamping mechanism for gearbox clutch friction plates. Background Technology

[0002] The clutch is a crucial component for the operation and control of power machinery. Friction plate clutches are widely used due to their low cost and reliable performance. They are particularly prevalent in agricultural machinery such as rotary tillers, where the overall cost is low and operating conditions are harsh. The structure of a friction plate clutch includes an outer casing and a driven assembly. The driven assembly comprises a driving friction plate, a driven friction plate, and a pressure spring. The driving friction plate is fixedly fitted to the outer casing in the circumferential direction. The outer casing is connected to the power output end of the power machinery. Power is input from the outer casing, passes through the driving and driven friction plates, and is output from the driven plate assembly, which is fixedly fitted to the driven friction plate in the circumferential direction. A shift fork pushes the push plate on the driven assembly to overcome the stress of the pressure spring, separating the driving and driven friction plates, thus disengaging the clutch and cutting off power transmission. The process is simple, and the disengagement and engagement are reliable.

[0003] The multi-stage buffer and clamping mechanism for the gearbox clutch friction plates is a key component of the gearbox clutch system. It is mainly used to achieve graded buffering and clamping operations on the clutch friction plates. During clutch engagement and disengagement, the multi-stage buffering structure reduces the impact force between the friction plates, while the clamping structure ensures that the friction plates fit tightly to transmit power. This mechanism is widely used in various vehicles equipped with manual or automatic gearboxes, such as cars, trucks, and buses. It is also suitable for equipment fields such as construction machinery and agricultural machinery that require power transmission and speed change through gearboxes. It is an important component to ensure the stable and coordinated operation of the gearbox and clutch.

[0004] For example, a buffer clutch and gearbox with prior art disclosure number CN111237358A introduces buffer pressure oil between the main piston and the buffer piston, generating a hydraulic load force on the main piston. When the clutch is engaged, the thrust exerted by the main pressure oil on the main piston must overcome the hydraulic load force. The clutch oil pressure is stable and quickly pushes the main piston, reducing the impact force when the clutch is engaged, improving the smoothness of power transmission, and avoiding large impact loads and gear shifting problems on various components of the transmission system. When the clutch is disengaged, the hydraulic load force provided by the buffer pressure oil causes the main piston to return to its position quickly, resulting in rapid and complete clutch disengagement, avoiding gear interference. Furthermore, the hydraulic load force generated by the buffer pressure oil ensures that the main piston returns to its position in a timely manner, preventing problems such as high temperature and friction plate sintering caused by prolonged clutch slippage.

[0005] In current gearbox clutch friction plate multi-stage buffer clamping mechanisms, the fastening structures used to connect related components are mostly single screws or simple washer mating forms, lacking a dedicated anti-loosening design. Under long-term vibration conditions, screws are prone to loosening, making it difficult to ensure a good tightness during long-term use. Utility Model Content

[0006] To overcome the aforementioned deficiencies in the prior art, this utility model provides a multi-stage buffer clamping mechanism for a gearbox clutch friction plate. The cover is connected to the flywheel through multiple fixing components. Screws pass through the upper and lower anti-loosening washers in sequence, and the lower wedge-shaped teeth of the lower anti-loosening washer mesh with the upper wedge-shaped teeth of the upper anti-loosening washer, thereby ensuring a stable connection between the cover and the flywheel. In addition, the torsional damper on the shock absorber disc at the front end of the driven disc can play a buffering role during power transmission, further improving stability and solving the problems mentioned in the background art.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a multi-stage buffer clamping mechanism for a gearbox clutch friction plate, comprising a cover body, a cover rim fixedly provided at the rear end of the cover body, a flywheel provided at the rear end of the cover rim, and gear teeth fixedly provided at the rear end of the flywheel. The cover rim and the flywheel are connected by multiple fixing components arranged in a circular array. Each fixing component includes a screw, an upper anti-loosening washer fixedly sleeved at the bottom of the screw, a lower anti-loosening washer provided at the bottom of the upper anti-loosening washer, an upper wedge-shaped tooth provided at the bottom of the upper anti-loosening washer, and a lower wedge-shaped tooth provided at the top of the lower anti-loosening washer. The two mesh with each other to ensure a stable connection between the cover rim and the flywheel.

[0008] In a preferred embodiment, the cover is provided with a plurality of evenly distributed diaphragm springs inside, and a gearbox input shaft is provided at the center of the front end of the cover. A release bearing is sleeved on the outside of the gearbox input shaft. The release bearing is located in front of the plurality of diaphragm springs, and the power is quickly cut off by means of the release bearing.

[0009] In a preferred embodiment, the front end of the cover has a plurality of rivets arranged in a circular array, and the cover and the diaphragm spring are detachably fixed by the rivets. The diaphragm spring and the cover are fixed by the rivet connection, which has high stability.

[0010] In a preferred embodiment, the flywheel is provided with a pressure plate at its front end, and a plurality of connectors arranged in a ring array are fixedly provided on the outer wall of the pressure plate. The flywheel is provided with a driven plate at its front end, and a friction lining is sleeved on the outer wall of the driven plate. The friction lining converts mechanical energy into heat energy through friction, thereby realizing energy conversion and control.

[0011] In a preferred embodiment, a shock absorber disc is fixedly provided at the front end of the driven disc, and a plurality of torsional shock absorbers arranged in a ring array are fixedly embedded at the front end of the shock absorber disc. The torsional shock absorber is a device used to reduce torsional vibration of a mechanical transmission system.

[0012] In a preferred embodiment, the flywheel has a number of screw holes at its front end that are the same as the number of screws. The screws are located inside the screw holes and are threadedly connected to the screw holes. The connection between the screws and the screw holes can maintain the stability of the entire gearbox clutch.

[0013] In a preferred embodiment, a first circular hole is provided at the center of the front end of the shock absorber disc, and a second circular hole corresponding to the first circular hole is provided at the front end of the release bearing. The rear end of the gearbox input shaft passes through the second circular hole and extends into the first circular hole. The design of the second circular hole facilitates the drive of the release bearing to cut off the power.

[0014] The technical effects and advantages of this utility model are as follows: In this invention, the cover is connected to the flywheel through multiple fixing components. Screws pass through the upper and lower anti-loosening washers in sequence, and the lower wedge-shaped teeth of the lower anti-loosening washer and the upper wedge-shaped teeth of the upper anti-loosening washer mesh with each other, thereby ensuring a stable connection between the cover and the flywheel. In addition, the torsional damper on the damper disc at the front end of the driven disc can play a buffering role during power transmission, further improving stability.

[0015] The design of the second circular hole allows the release bearing to move on the input shaft of the gearbox and push the diaphragm spring. After the diaphragm spring deforms, it drives the pressure plate to release the driven plate, thereby cutting off the power. During this process, multiple sets of fixed components ensure that the connection of each component is always reliable. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram showing the separation of the hood, pressure plate, and flywheel in this utility model; Figure 3 for Figure 2 Enlarged view of part A in the image; Figure 4 This is a schematic diagram of the fixing component structure of this utility model; Figure 5 This is a schematic diagram of the cover structure of this utility model.

[0017] The attached figures are labeled as follows: 1. Cover body; 2. Cover rim; 3. Flywheel; 4. Gear tooth; 5. Fixing assembly; 51. Screw; 52. Upper anti-loosening washer; 53. Lower anti-loosening washer; 54. Upper wedge tooth; 55. Lower wedge tooth; 6. Diaphragm spring; 7. Gearbox input shaft; 8. Release bearing; 9. Rivet; 10. Pressure plate; 11. Connector; 12. Driven plate; 13. Friction lining; 14. Shock absorber plate; 15. Torsional shock absorber; 16. Screw hole; 17. First round hole; 18. Second round hole. Detailed Implementation

[0018] 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.

[0019] Refer to the instruction manual appendix Figures 1-5 This utility model provides a multi-stage buffer clamping mechanism for a gearbox clutch friction plate, including a cover body 1. A cover rim 2 is fixedly provided at the rear end of the cover body 1. A flywheel 3 is provided at the rear end of the cover rim 2. A gear tooth 4 is fixedly provided at the rear end of the flywheel 3. The cover rim 2 and the flywheel 3 are connected by a plurality of fixing components 5 arranged in a ring array. Each fixing component 5 includes a screw 51. An upper anti-loosening washer 52 is fixedly sleeved at the bottom of the screw 51. A lower anti-loosening washer 53 is provided at the bottom of the upper anti-loosening washer 52. An upper wedge-shaped tooth 54 is provided at the bottom of the upper anti-loosening washer 52. A lower wedge-shaped tooth 55 is provided at the top of the lower anti-loosening washer 53. The two mesh with each other to ensure a stable connection between the cover rim 2 and the flywheel 3.

[0020] The cover 1 has multiple evenly distributed diaphragm springs 6 inside. The front center of the cover 1 has a gearbox input shaft 7. The gearbox input shaft 7 is sleeved on the outside of the gearbox input shaft 7. The release bearing 8 is located in front of the multiple diaphragm springs 6. The release bearing 8 is the core transmission component of the automotive clutch system. Its main function is to realize the smooth switching between clutch disengagement and engagement, and to ensure that the interruption and resumption of power transmission are precise and controllable. It is a key component to ensure smooth gear shifting and stable operation of the power system.

[0021] The front end of the cover 1 has multiple rivets 9 arranged in a ring array, and the cover 1 and the diaphragm spring 6 are detachably fixed by the rivets 9.

[0022] The flywheel 3 has a pressure plate 10 at its front end. The outer wall of the pressure plate 10 is fixed with a plurality of connectors 11 arranged in a ring array. The flywheel 3 has a driven plate 12 fixed at its front end. The outer wall of the driven plate 12 is fitted with a friction lining 13. The friction lining 13 converts mechanical energy into heat energy through friction, thereby realizing energy conversion and control. The driven plate 12 has a shock absorber plate 14 fixed at its front end. The shock absorber plate 14 has a plurality of torsional shock absorbers 15 arranged in a ring array fixedly embedded at its front end.

[0023] The main function of the aforementioned damper disc 14 is to reduce the torsional stiffness of the joint between the engine crankshaft and the transmission system, thereby reducing the natural frequency of the transmission system's torsional vibration, increasing the transmission system's torsional damping, suppressing the amplitude of torsional resonance, and attenuating transient torsional vibration caused by impact. It can also control the torsional vibration of the clutch and transmission shaft system when the powertrain is idling, eliminate transmission idling noise and the torsional vibration and noise of the final reducer and transmission, mitigate the torsional impact load on the transmission system under unstable operating conditions, and improve the smoothness of clutch engagement. The torsional damper 15 is a device used to reduce the torsional vibration of the mechanical transmission system. It can increase the transmission system's torsional damping, suppress the amplitude of torsional resonance, attenuate transient torsional vibration caused by impact, and reduce the alternating stress on the transmission system. Since this is a well-known existing technology, it will not be described in detail here.

[0024] The flywheel 3 has a number of screw holes 16 at its front end that are the same as the number of screws 51. The screws 51 are located inside the screw holes 16 and are threadedly connected to the screw holes 16.

[0025] The shock absorber disc 14 has a first circular hole 17 at the center of its front end, and the release bearing 8 has a second circular hole 18 at its front end that corresponds to the first circular hole 17. The rear end of the gearbox input shaft 7 passes through the second circular hole 18 and extends into the first circular hole 17.

[0026] When the multi-stage buffer clamping mechanism of the gearbox clutch friction plate is working, the cover 1 is connected to the flywheel 3 through the cover 2 on its outer wall and by means of multiple sets of fixing components 5. The screws 51 in the fixing components 5 pass through the upper anti-loosening washer 52 and the lower anti-loosening washer 53 in sequence, and the lower wedge-shaped teeth 55 of the lower anti-loosening washer 53 and the upper wedge-shaped teeth 54 of the upper anti-loosening washer 52 mesh with each other, so as to ensure that the cover 2 and the flywheel 3 are firmly connected. The outer wall of the driven plate 12 at the front end of the flywheel 3 is provided with a friction lining 13. The torsional damper 15 on the damper plate 14 at the front end of the driven plate 12 can play a buffering role during power transmission. The disc 10 is stably connected to the diaphragm spring 6 through the connector 11 on its outer side wall. When the diaphragm spring 6 on the inner wall of the cover 1 is under force, it pushes the pressure plate 10, thereby generating a clamping force on the driven disc 12, so that the friction lining 13 and the flywheel 3 are tightly fitted to transmit power. The rivet 9 can enhance the structural stability of the cover 1 and the diaphragm spring 6. When separation is required, the release bearing 8 moves on the gearbox input shaft 7 through the second round hole 18 and pushes the diaphragm spring 6. After the diaphragm spring 6 is deformed, it drives the pressure plate 10 to release the driven disc 12, thereby cutting off the power. Throughout the process, multiple sets of fixing components 5 always ensure that the connection of each component is reliable.

[0027] Finally: The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A multi-stage buffer pressing mechanism for gearbox clutch friction plates, characterized in that: Includes a cover body (1), the rear end of the cover body (1) is fixedly provided with a cover rim (2), the rear end of the cover rim (2) is provided with a flywheel (3), the rear end of the flywheel (3) is fixedly provided with a gear tooth (4), and the cover rim (2) and the flywheel (3) are connected by multiple fixed components (5) arranged in a ring array; The fixing component (5) includes a screw (51), with an upper anti-loosening washer (52) fixedly fitted at the bottom of the screw (51), a lower anti-loosening washer (53) at the bottom of the upper anti-loosening washer (52), an upper wedge tooth (54) at the bottom of the upper anti-loosening washer (52), and a lower wedge tooth (55) at the top of the lower anti-loosening washer (53). The two mesh with each other to ensure that the cover (2) is securely connected to the flywheel (3).

2. The multi-stage buffer pressing mechanism for gearbox clutch friction plates according to claim 1, characterized in that: The cover (1) is provided with a plurality of evenly distributed diaphragm springs (6) inside. The front center of the cover (1) is provided with a gearbox input shaft (7). A release bearing (8) is sleeved on the outside of the gearbox input shaft (7). The release bearing (8) is located in front of the plurality of diaphragm springs (6).

3. The multi-stage buffer pressing mechanism for gearbox clutch friction plates according to claim 2, characterized in that: The front end of the cover (1) is perforated with a plurality of rivets (9) arranged in a ring array, and the cover (1) and the diaphragm spring (6) are detachably fixed by the rivets (9).

4. The multi-stage buffer pressing mechanism for gearbox clutch friction plates according to claim 1, characterized in that: The flywheel (3) has a pressure plate (10) at its front end. The outer wall of the pressure plate (10) is fixed with a plurality of connectors (11) arranged in a ring array. The flywheel (3) has a driven plate (12) at its front end. The outer wall of the driven plate (12) is fitted with a friction lining (13).

5. The multi-stage buffer pressing mechanism for gearbox clutch friction plates according to claim 4, characterized in that: The driven disk (12) is fixedly provided with a shock absorber disk (14) at the front end, and a plurality of torsional shock absorbers (15) arranged in a ring array are fixedly embedded at the front end of the shock absorber disk (14).

6. The multi-stage buffer pressing mechanism for gearbox clutch friction plates according to claim 1, characterized in that: The flywheel (3) has a number of screw holes (16) at its front end that are the same as the number of screws (51). The screws (51) are located inside the screw holes (16) and are threadedly connected to the screw holes (16).

7. The multi-stage buffer pressing mechanism for a gearbox clutch friction plate according to claim 5, characterized in that: The shock absorber disc (14) has a first circular hole (17) at the center of its front end, and the release bearing (8) has a second circular hole (18) at its front end that corresponds to the first circular hole (17). The rear end of the gearbox input shaft (7) passes through the second circular hole (18) and extends into the first circular hole (17).

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