CN201526655U - Automatic double-clutch variable speed gear - Google Patents
Automatic double-clutch variable speed gear Download PDFInfo
- Publication number
- CN201526655U CN201526655U CN2009202068639U CN200920206863U CN201526655U CN 201526655 U CN201526655 U CN 201526655U CN 2009202068639 U CN2009202068639 U CN 2009202068639U CN 200920206863 U CN200920206863 U CN 200920206863U CN 201526655 U CN201526655 U CN 201526655U
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- CN
- China
- Prior art keywords
- clutch
- speed
- gear
- shaft
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Abstract
An automatic double-clutch variable speed gear comprises a crank shaft and an output shaft which are mounted on a gearbox; an intermediate shaft is arranged between the crank shaft and the output shaft; a normally engaged gear is mounted between the intermediate shaft and the output shaft; a clutch core of a low-speed combined clutch is fixed on the crank shaft; a first drive gear movably sleeved on the crank shaft is movably fixed on a housing of the low-speed combined clutch; a first driven gear meshed with the first drive gear is mounted on the intermediate shaft through a one-way clutch; a clutch core of a high-speed combined clutch is fixed on the intermediate shaft; a second driven gear movably sleeved on the intermediate shaft is fixed on the housing of the high-speed combined clutch; and a second drive gear meshed with the second driven gear is fixed on the crank shaft. The utility model has the advantages of stable gear shifting, small mechanical impact force and long service life; two centrifugal clutches adjust respective different force value to begin working at the preset different rotational speed point, thereby achieving the automatic gear conversion at the relative rotational speed points of a motor cycle engine.
Description
Technical field
The utility model relates to a kind of gear, particularly a kind of automatic transmission.
Background technique
Vehicle automatic gear shifting mechanism is called " ripple automatically ", technology maturation, and complex structure costs an arm and a leg.Motorcycle does not also have ripe " ripple automatically " technology so far.Many before this entity and individual have designed the self shifter mechanism of many motorcycles, as: increase a pair of gear and one and get rid of piece, when rotating speed raises, get rid of piece and throw away, make gear engagement, realize self shifter by centrifugal force, but such technology is not mature enough, unstable properties; Also have and to realize self-shiftingly with the electromagnet principle, the side effect harm due to the remanent magnetism of its generation is bigger.Therefore, all can not extensively promote.Especially on motorcycle, because that motorcycle is worth is very low, the space that can utilize is very little, if with the automatic wave technology of automobile, may, cause the motorcycle automatic wave technology that can be promoted of neither one so far.
Summary of the invention
The purpose of this utility model just provides and shifts gears steadily, mechanical impact force is little and the double clutch automatic speed changing mechanism of long service life, two centrifugal clutchs, regulate different separately working force values, it is started working at predefined different rotating speeds point, realize that motorcycle engine is in the automatic conversion of the gear of corresponding rotating speed point.
The purpose of this utility model is to realize by such technological scheme, it comprises gearbox, bent axle and output shaft, bent axle and output shaft are installed on the gearbox, it is characterized in that: between bent axle and output shaft, be provided with jack shaft, between jack shaft and the output shaft constant mesh gear is installed, intrinsic low speed is in conjunction with the clutch core of clutch on the bent axle, intrinsic first driving gear that is enclosed within versatilely on the bent axle on the housing of low speed in conjunction with clutch, on jack shaft, first driven gear that is meshed with first driving gear is installed by one-way element, intrinsic high speed is in conjunction with the clutch core of clutch on jack shaft, intrinsic second driven gear that is enclosed within versatilely on the jack shaft on the housing of high speed in conjunction with clutch, intrinsic second driving gear that is meshed with second driven gear on bent axle.
Low speed described in the utility model is at rotating speed during greater than the slow-speed of revolution in conjunction with clutch, combines between its clutch core and the clutch housing, otherwise, then be in separated state; Be to combine between its clutch core and the clutch housing during greater than low speed at a high speed in conjunction with the rotating speed of clutch at rotating speed in conjunction with clutch, otherwise, separated state then be in.
The utility model is to carry out speed change so from low to high:
1, when engine start, be in idling mode, rotating speed when being idling (slow-speed of revolution), the centrifugal force of two clutches does not all reach working speed, promptly the clutch core and the clutch housing of two clutches are in separated state, and bent axle can not transmit the power of motor, thereby, output shaft does not just have power output, and locomotive is in idling mode.
2, when engine speed is higher than low speed, when promptly reaching medium speed, low speed combines in conjunction with between the clutch core of clutch and the clutch housing, and is in separated state in conjunction with clutch core and the clutch housing of clutch at a high speed, and second driving gear drives the second driven tooth crop rotation and dallies.The power of motor drives first driven gear by low speed in conjunction with first driving gear on the housing of clutch and rotates, one-way element by installing on first driven gear again, the driving jack shaft rotates, by the normal meshed gears on the jack shaft and between the output shaft, drive output shaft output middling speed power again.
3, be higher than medium speed when rotating speed, when reaching high rotating speed, combine in conjunction with between the clutch core of clutch and the clutch housing at a high speed, make second driving gear drive second driven gear and rotate, drive jack shaft and make high speed rotating, drive output shaft output high speed power.When jack shaft rotated with high rotating speed, because the effect of one-way element, first driven gear was not passed on power overhead the transferring of jack shaft, and promptly jack shaft combines clutch with low speed does not have transmission of power, can not disturb the running of low speed in conjunction with clutch yet.The velocity variations of middle and high speed range is all by regulating the throttle fuel feeding.
Above-mentioned working principle has realized the utility model automatic speed changing from low to high, i.e. idling, middling speed and automatic conversion at a high speed.Otherwise, then realize automatic speed changing from high to low, i.e. the automatic conversion of high speed, middling speed and idling.
Owing to adopted technique scheme, the utlity model has following advantage:
1, two centrifugal clutchs are regulated different separately working force values, and it is started working at predefined different rotating speeds point, realize that motorcycle engine is in the automatic conversion of the gear of corresponding rotating speed point;
2, centrifugal clutch is as below working speed point, because rotating speed is low, the centrifugal force rotating speed is less than working speed, clutch is not worked, make motor under idling mode, can not be delivered to transmission system to power (rotating speed), realize the idling Parking, make things convenient for driving operation;
3, gearshift does not steadily have shake and trembles, and drives comfortablely, and mechanical impact force is little, the whole drive system impact and wear and tear little, long service life.
Description of drawings
Description of drawings of the present utility model is as follows:
Fig. 1 is a structural representation of the present utility model;
Among the figure: 1. gearbox; 2. bent axle; 3. jack shaft; 4. output shaft; 5. low speed is in conjunction with clutch; 6. first driving gear; 7. one-way element; 8. first driven gear; 9. at a high speed in conjunction with clutch; 10. second driven gear; 11. second driving gear.
Embodiment
The utility model is described in further detail below in conjunction with drawings and Examples:
As shown in Figure 1, the utility model comprises gearbox 1, bent axle 2 and output shaft 4, bent axle 2 is installed on the gearbox 1 with output shaft 4, between bent axle 2 and output shaft, be provided with jack shaft 3, between jack shaft 3 and the output shaft 4 constant mesh gear is installed, intrinsic low speed is in conjunction with the clutch core of clutch 5 on the bent axle 2, intrinsic first driving gear 6 that is enclosed within versatilely on the bent axle 2 on the housing of low speed in conjunction with clutch 5, on jack shaft 3, first driven gear 8 that is meshed with first driving gear 6 is installed by one-way element 7, intrinsic high speed is in conjunction with the clutch core of clutch 9 on jack shaft 3, intrinsic second driven gear 10 that is enclosed within versatilely on the jack shaft 3 on the housing of high speed in conjunction with clutch 9, intrinsic second driving gear 11 that is meshed with second driven gear 10 on bent axle 2.
Low speed described in the utility model is at rotating speed during greater than the slow-speed of revolution in conjunction with clutch 5, combines between its clutch core and the clutch housing, otherwise, then be in separated state; Be to combine between its clutch core and the clutch housing during greater than low speed at a high speed in conjunction with the rotating speed of clutch at rotating speed in conjunction with clutch 9, otherwise, separated state then be in.
The utility model is to carry out speed change so from low to high:
1, when engine start, be in idling mode, rotating speed when being idling (slow-speed of revolution), the centrifugal force of two clutches does not all reach working speed, promptly the clutch core and the clutch housing of two clutches are in separated state, and bent axle can not transmit the power of motor, thereby, output shaft does not just have power output, and locomotive is in idling mode.
2, when engine speed is higher than low speed, when promptly reaching medium speed, low speed combines in conjunction with between the clutch core of clutch 5 and the clutch housing, and at a high speed being in separated state in conjunction with clutch core and the clutch housing of clutch 9, second driving gear, 11 drives, second driven gear 10 dallies.The power of motor drives first driven gear 8 by low speed in conjunction with first driving gear 6 on the housing of clutch 5 and rotates, pass through the one-way element 7 of installation on first driven gear 8 again, driving jack shaft 3 rotates, by on the jack shaft 3 and the normal meshed gears between the output shaft 4, drive output shaft output middling speed power again.
3, be higher than medium speed when rotating speed, when reaching high rotating speed, combine in conjunction with between the clutch core of clutch 9 and the clutch housing at a high speed, make second driving gear 11 drive second driven gear 10 and rotate, drive jack shaft 3 and make high speed rotating, drive output shaft 4 output high speed power.When jack shaft 3 rotated with high rotating speed, because the effect of one-way element 7, first driven gear 8 was not passed on power jack shaft 3 overhead transferring, and promptly jack shaft 3 combines clutch 5 with low speed does not have transmission of power, can not disturb the running of low speed in conjunction with clutch yet.The velocity variations of middle and high speed range is all by regulating the throttle fuel feeding.
Above-mentioned working principle has realized the utility model automatic speed changing from low to high, i.e. idling, middling speed and automatic conversion at a high speed.Otherwise, then realize automatic speed changing from high to low, i.e. the automatic conversion of high speed, middling speed and idling.
Two rotating speed points of two clutches of the utility model can be adjusted arbitrarily as required, make the speed range of idling Parking, middling speed point (travelling) and high speed point (travelling) realize setting on demand, adapt to the different needs of different driving conditions such as Plain and mountain area; Can be widely used in needing the rotating machinery of speed change as motor, storage battery car, universal machine, automobile and all beyond the motorcycle.
Claims (1)
1. double clutch automatic speed changing mechanism, comprise gearbox (1), bent axle (2) and output shaft (4), bent axle (2) is installed on the gearbox (1) with output shaft (4), it is characterized in that: between bent axle (2) and output shaft (4), be provided with jack shaft (3), between jack shaft (3) and the output shaft (4) constant mesh gear is installed, bent axle (2) is gone up the clutch core of intrinsic low speed in conjunction with clutch (5), intrinsic first driving gear (6) that is enclosed within versatilely on the bent axle (2) on the housing of low speed in conjunction with clutch (5), upward first driven gear (8) that is meshed with first driving gear (6) is installed at jack shaft (3) by one-way element (7), go up the clutch core of intrinsic high speed at jack shaft (3) in conjunction with clutch (9), intrinsic second driven gear (10) that is enclosed within versatilely on the jack shaft (3) on the housing in conjunction with clutch (9) is gone up intrinsic second driving gear (11) that is meshed with second driven gear (10) at bent axle (2) at a high speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009202068639U CN201526655U (en) | 2009-10-29 | 2009-10-29 | Automatic double-clutch variable speed gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009202068639U CN201526655U (en) | 2009-10-29 | 2009-10-29 | Automatic double-clutch variable speed gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201526655U true CN201526655U (en) | 2010-07-14 |
Family
ID=42517941
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009202068639U Expired - Fee Related CN201526655U (en) | 2009-10-29 | 2009-10-29 | Automatic double-clutch variable speed gear |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201526655U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102039980A (en) * | 2011-01-05 | 2011-05-04 | 重庆建设摩托车股份有限公司 | Automatic gearshift of motorcycle |
| CN103438173A (en) * | 2013-09-06 | 2013-12-11 | 重庆和合机电有限公司 | Mechanical self-adapted automatic speed changing device of electric vehicle |
| CN103591242A (en) * | 2013-11-26 | 2014-02-19 | 常州纺织服装职业技术学院 | Transmission device for net trimming machine |
-
2009
- 2009-10-29 CN CN2009202068639U patent/CN201526655U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102039980A (en) * | 2011-01-05 | 2011-05-04 | 重庆建设摩托车股份有限公司 | Automatic gearshift of motorcycle |
| CN103438173A (en) * | 2013-09-06 | 2013-12-11 | 重庆和合机电有限公司 | Mechanical self-adapted automatic speed changing device of electric vehicle |
| CN103591242A (en) * | 2013-11-26 | 2014-02-19 | 常州纺织服装职业技术学院 | Transmission device for net trimming machine |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20100714 Termination date: 20131029 |