CN218816646U

CN218816646U - Stepless speed change system residual torque control mechanism and engine

Info

Publication number: CN218816646U
Application number: CN202222555779.6U
Authority: CN
Inventors: 聂川; 凌磊; 蒋博文; 周良兵
Original assignee: Loncin Motor Co Ltd; Chongqing Longxin Engine Co Ltd
Current assignee: Loncin Motor Co Ltd; Chongqing Longxin Engine Co Ltd
Priority date: 2022-09-27
Filing date: 2022-09-27
Publication date: 2023-04-07
Anticipated expiration: 2032-09-27

Abstract

The utility model discloses a residual torque control mechanism of a stepless speed change system and an engine, comprising a clutch friction disc, an antifriction gasket and an elastic part, wherein the antifriction gasket is provided with a connecting part and a friction part, the connecting part is connected with the clutch friction disc, and the elastic part is provided with a pretightening force for enabling the friction part to be attached to a clutch driven fixed shaft; the utility model provides a remaining torque control mechanism of infinitely variable system increases remaining moment through setting up elastic component and antifriction gasket to drive transmission system and rotate when the idle, and then guarantee the reliability and the stability of gear shift, need not optimize gearshift just can normally shift gears, and the starting free from extraneous sound after the gear shift, promoted gearshift's economic nature, promoted the quality nature of riding.

Description

Stepless speed change system residual torque control mechanism and engine

Technical Field

The utility model belongs to the technical field of the internal-combustion engine, a remaining moment control mechanism of infinitely variable system and engine are related to.

Background

An engine of an existing stepless speed change system can achieve gear shifting operation only when parking is needed, a CN 202110465152-speed change mechanism and a gearbox which are disclosed in the prior art can achieve forced gear shifting in the gear shifting process by arranging two meshing parts and matching with two wire grooves on a speed change drum, further ensure timely gear shifting, avoid the gear shifting problem caused by unsuccessful gear shifting, ensure that gear rigidity effectively exits, and eliminate the gear shifting risk, but the speed change mechanism and the gearbox are complex in structure, residual torque is extremely small under the idling working condition of the engine, a transmission system cannot be driven, further gear shifting can not be completely guaranteed to be in place immediately, and the problem can be solved only by optimizing the gear shifting mechanism. The prior art also discloses CN2925950Y, a low-torque belt rotating mechanism of a stepless speed change transmission system of an engine of a full-field vehicle, residual torque is increased by arranging a sealing ring structure, but a sealing ring is easy to wear, the control stability of the residual torque of the sealing ring is poor, and the riding requirements of people cannot be met.

In view of the above, a torque control mechanism is needed to solve the above problems.

SUMMERY OF THE UTILITY MODEL

In order to solve the problems, the utility model provides a stepless speed change system residual torque control mechanism and an engine, which increase the residual torque by arranging an elastic part and an antifriction gasket, so that the power output by the engine in an idle state can be transmitted to a driven wheel through a crankshaft, a driving wheel and a belt, a driven fixed shaft of the driven wheel drives the antifriction gasket to rotate, the antifriction gasket drives a friction disc to rotate, and then a transmission system is driven in the idle state, so that the reliability and the stability of gear shifting are ensured;

the utility model discloses a remaining moment control mechanism of infinitely variable speed system, including clutch friction disk, antifriction gasket and elastic component, the antifriction gasket has connecting portion and friction portion, connecting portion connect in the clutch friction disk, the elastic component has the pretightning force that makes friction portion laminate in the driven fixed axle of clutch. The setting of elastic component has then improved the stability to the control of residual moment, and the life of mechanism has then been prolonged in the setting of antifriction gasket, and the size of the pretightning force on the elastic component has also influenced residual moment, and the pretightning force is bigger, and residual moment is also bigger, so the size of adjustment elastic component pretightning force is the mode of controlling residual moment's size.

Further, the connecting part is located on the top surface of the antifriction gasket, the top surface is the end surface of the antifriction gasket close to one side of the clutch friction disc, the friction part is located on the bottom surface of the antifriction gasket, at least one friction part is arranged, and the friction parts are uniformly arranged along the circumferential direction of the clutch driven fixed shaft. The friction portion can be one or more, and the setting of friction portion can promote coefficient of friction, promotes residual torque, reduces wearing and tearing, increase of service life, if friction portion sets up to one, then need design for radial confined annular structure and laminating set up in the bottom surface of antifriction gasket to guarantee that antifriction gasket wearing and tearing are even, if friction portion sets up to a plurality of, a plurality of friction portion need be evenly arranged along clutch driven fixed axle's circumference, has also avoided the eccentric pivoted condition to take place among the rotation process when guaranteeing antifriction gasket wearing and tearing even.

Further, the clutch friction disc has a hub with a mounting portion on an end of the hub, and the friction reducing shim is assembled to the clutch friction disc through the mounting portion.

Further, the antifriction gasket is of a radially-closed annular structure, the inner edge of the top surface of the antifriction gasket extends in the axial direction towards the clutch friction disc to form a boss, the boss is a connecting part of the antifriction gasket, and the wheel core is provided with a groove engaged with the boss. The groove can be a rectangular groove or a special-shaped groove, and the boss on the antifriction gasket can be rectangular or special-shaped, but needs to be matched with the groove to ensure the connection of the antifriction gasket and the clutch friction disc.

Further, the elastic part is a disc spring, the disc spring is arranged between the clutch friction disc and the antifriction gasket, and the antifriction gasket is tightly pressed on the end face of the clutch driven fixing shaft by the disc spring.

Furthermore, the butterfly spring is sleeved on the mounting part, and the inner edge of the butterfly spring is provided with a limiting groove matched with the boss so that the butterfly spring is limited between the antifriction gasket and the clutch friction disc. The limiting groove can be a rectangular groove or a special-shaped groove, but needs to be matched with the boss so as to facilitate the installation of the disc spring.

Further, the grooves are at least two grooves which are uniformly arranged along the circumferential direction of the wheel core. The purpose of at least two is to ensure the firm connection between the antifriction gasket and the friction disc and the reliable transmission, and the uniform arrangement along the circumferential direction of the wheel core is to ensure that the eccentric rotation cannot occur in the rotation process.

Furthermore, the number of the bosses corresponding to the grooves is at least two, and the positions of the bosses correspond to the positions of the grooves.

Furthermore, the number of the limiting grooves corresponding to the bosses is at least two, and the positions of the limiting grooves are arranged corresponding to the positions of the bosses.

An engine comprises the residual torque control mechanism of the stepless speed change system.

The utility model has the advantages that:

the utility model provides a remaining moment control mechanism of infinitely variable system increases remaining moment through setting up elastic component and antifriction gasket to drive transmission system and rotate when the idle speed, and then guarantee the reliability and the stability of gear shift, it just can normally shift not to need to optimize gearshift, and the starting does not have the extraneous sound after the gear shift, gearshift's economic nature has been promoted, the quality nature of riding has been promoted, the setting of elastic component has then improved the stability to the control of remaining moment, the setting of antifriction gasket has then prolonged life.

Drawings

FIG. 1 is an exploded view of the present invention;

FIG. 2 is a schematic structural view of a clutch friction disc according to the present invention;

FIG. 3 is a schematic structural view of the disc spring of the present invention;

FIG. 4 is a schematic view of the structure of the anti-friction gasket of the present invention;

fig. 5 is a sectional view of the mounting structure of the present invention.

Detailed Description

FIG. 1 is an exploded view of the present invention; FIG. 2 is a schematic structural view of a clutch friction disc according to the present invention; FIG. 3 is a schematic structural view of the disc spring of the present invention; FIG. 4 is a schematic view of the structure of the anti-friction pad of the present invention; fig. 5 is a sectional view of the mounting structure of the present invention. It should be noted that in the description of the present specification, the terms "upper", "lower", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

As shown in the figure, the utility model discloses a residual moment control mechanism of infinitely variable speed system, including clutch friction disc 1, belleville spring 2 and antifriction gasket 3 set gradually position department between clutch friction disc 1 and the driven fixed axle of clutch as shown in fig. 1, antifriction gasket 3 is compressed tightly in the terminal surface that the driven fixed axle of clutch is close to clutch friction disc one side by belleville spring 2, and the pretightning force acts on antifriction gasket 3 along the axis direction of the driven fixed axle of clutch in this embodiment, and antifriction gasket 3 makes for non-metallic material, and antifriction gasket 3's bottom surface directly forms friction portion to the function of friction portion is realized to the mode of face contact.

In this embodiment, the clutch friction disc 1 has a cylindrical wheel core 101, a groove 103 is formed in an end surface of the wheel core 101 close to one side of the driven fixed shaft, the groove 103 is a rectangular groove, an inner edge of the end surface of the wheel core 101 extends outward in the axial direction to form a mounting portion 102, the anti-friction gasket 3 is sleeved on the mounting portion 102, a boss 301 engaged with the groove 103 is arranged on one side of the anti-friction gasket 3 close to the clutch friction disc 1, and the boss 301 on the anti-friction gasket 3 is rectangular to ensure engagement between the anti-friction gasket 3 and the clutch friction disc 1.

In this embodiment, the belleville spring is a radially closed annular structure, the inner edge of the belleville spring 2 is provided with a limiting groove 201 conforming to the boss 301, the belleville spring is sleeved on the mounting portion 102, and the force value of the belleville spring 2 is 1000N in the mounting state; the limiting groove 201 limits the disc spring 2 at a position between the antifriction washer and the clutch friction disc 1 by engaging with the boss 301.

In this embodiment, the number of the grooves 103 is eight, and the number of the grooves is preferably four to eight, and since the mounting force of the belleville springs is 1000N, the embodiment is provided with 8 grooves to ensure the reliability of the connection. Eight grooves 103 are arranged at even intervals in the circumferential direction of the wheel core 101. Eight bosses 301 are arranged corresponding to the grooves 103, and the positions of the bosses 301 are arranged corresponding to the positions of the grooves 103; the quantity that the spacing groove 201 corresponds boss 301 is provided with eight, and the position of spacing groove 201 corresponds the position setting of boss 301, so set up and can guarantee clutch friction disc 1, belleville spring 2 and the 3 three's of antifriction gasket joint for the structure is more stable, and boss 301, recess 103 and the quantity of spacing groove 201 set up and can lead to taking place to break away from or relative slip between the three too little, influences the output of residual moment.

An engine comprises the residual torque control mechanism of the stepless speed change system. The engine is in an idling state, the power output by the engine is transmitted to the driven wheel through the crankshaft, the driving wheel and the belt, the antifriction gasket is abutted and attached to the end face of one side, close to the clutch friction disc, of the clutch driven fixed shaft under the action of the pre-tightening force of the belleville spring, the clutch driven fixed shaft is driven by the driven wheel to rotate, so that a residual torque acting on the antifriction gasket is generated on a friction part of the antifriction gasket along the rotating direction of the clutch driven fixed shaft, the antifriction gasket rotates under the action of the residual torque, the friction disc and the antifriction gasket are combined and rotate along with the rotation of the antifriction gasket, a transmission system is further driven, the reliability and the stability of gear shifting are guaranteed, the economy of a gear shifting mechanism is improved, and the quality of riding is improved.

Finally, it is noted that the above embodiments are only used for illustrating the technical solutions of the present invention and not for limiting, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solutions of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should be covered by the scope of the claims of the present invention.

Claims

1. A residual torque control mechanism of a stepless speed change system is characterized in that: the friction reducing gasket is provided with a connecting part and a friction part, the connecting part is connected to the clutch friction disk, and the elastic part is provided with a pretightening force enabling the friction part to be attached to a clutch driven fixed shaft.

2. The residual torque control mechanism of a continuously variable transmission system according to claim 1, characterized in that: the connecting portion are located the top surface of antifriction gasket, the friction portion is located the bottom surface of antifriction gasket, and the friction portion is one at least, the friction portion is evenly arranged along clutch driven fixed axle's circumference.

3. The residual torque control mechanism of a continuously variable transmission system according to claim 1, characterized in that: the clutch friction disc is provided with a wheel core, the end of the wheel core is provided with a mounting part, and the antifriction gasket is assembled on the clutch friction disc through the mounting part.

4. The residual torque control mechanism of a continuously variable transmission system according to claim 3, characterized in that: the anti-friction gasket is of a radially closed annular structure, the inner edge of the top surface of the anti-friction gasket extends in the axial direction to the direction of the clutch friction disc to form a boss, the boss is a connecting part of the anti-friction gasket, and the wheel core is provided with a groove which is connected with the boss.

5. The residual torque control mechanism of a continuously variable transmission system according to claim 4, characterized in that: the elastic piece is a disc spring, the disc spring is arranged between the clutch friction disc and the antifriction gasket, and the antifriction gasket is pressed on the end face of the clutch driven fixed shaft by the disc spring.

6. The residual torque control mechanism of a continuously variable transmission system according to claim 5, characterized in that: the butterfly spring is sleeved on the mounting part, and the inner edge of the butterfly spring is provided with a limiting groove matched with the boss so that the butterfly spring is limited between the antifriction gasket and the clutch friction disc.

7. The residual torque control mechanism of a continuously variable transmission system according to claim 6, characterized in that: the recess is two along the even arrangement of wheel core circumference at least.

8. The residual torque control mechanism of a continuously variable transmission system according to claim 7, characterized in that: the number of the bosses corresponding to the grooves is at least two, and the bosses are arranged at positions corresponding to the grooves.

9. The residual torque control mechanism of a continuously variable transmission system according to claim 8, characterized in that: the number of the limiting grooves corresponding to the bosses is at least two, and the positions of the limiting grooves are arranged corresponding to the positions of the bosses.

10. An engine, characterized in that: comprising a residual torque control mechanism of a continuously variable transmission system according to any of claims 1 to 9.