WO2020056704A1 - 增强扭矩及防止锁死的离合器 - Google Patents

增强扭矩及防止锁死的离合器 Download PDF

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Publication number
WO2020056704A1
WO2020056704A1 PCT/CN2018/106860 CN2018106860W WO2020056704A1 WO 2020056704 A1 WO2020056704 A1 WO 2020056704A1 CN 2018106860 W CN2018106860 W CN 2018106860W WO 2020056704 A1 WO2020056704 A1 WO 2020056704A1
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WO
WIPO (PCT)
Prior art keywords
clutch
torque
pressure plate
plate
clutch pressure
Prior art date
Application number
PCT/CN2018/106860
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English (en)
French (fr)
Inventor
陈俊智
陈硕彦
黄孟轩
Original Assignee
弘正科技股份有限公司
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 弘正科技股份有限公司 filed Critical 弘正科技股份有限公司
Priority to EP18785492.2A priority Critical patent/EP3653897B1/en
Priority to PCT/CN2018/106860 priority patent/WO2020056704A1/zh
Publication of WO2020056704A1 publication Critical patent/WO2020056704A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • F16D13/54—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
    • F16D13/56—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • F16D13/54—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
    • F16D13/56—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
    • F16D2013/565—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only with means for releasing the clutch pressure in case of back torque

Definitions

  • the invention relates to the technical field of clutches, and in particular, to a clutch that enhances torque and prevents locking.
  • the Chinese invention patent application with publication number CN102725553A and its family patent disclose a power transmission device.
  • a cam forming member The clutch member-side cam surface formed on the clutch member corresponds to the intermediate member-side cam surface formed on the intermediate member by the cam forming member.
  • the inventors of the present case have specifically studied the safety issues in the prior art to invent the present case.
  • the creator of the present invention finally obtained the present invention after a long period of research and practice.
  • patents of the same family of CN102725553A invention patent applications include the Japanese patent with the application number JP2010014917 and the patent application filed through the PCT route with the application number PCT / JP2011 / 051488.
  • the invention provides a clutch that enhances torque and prevents lockup.
  • the design of the clutch improves the torque stress of the clutch, and during the shifting process of the vehicle, the clutch can avoid the danger of falling due to the rear wheel lockup.
  • a clutch housing and a gear are combined to generate power input, and a plurality of parallel active clutch plates are installed on the inner peripheral wall of the clutch housing to correspond to the plurality of parallel driven plates installed on the outer peripheral wall of the clutch member.
  • Clutch discs; the aforementioned active clutch discs and driven clutch discs are staggered and operated in cooperation with each other; further, the clutch member is integrated with the output shaft key, the output shaft is connected to the transmission, and the clutch member is provided with a first torque flange to Corresponding to a first torque recessed edge of the clutch pressure plate; a clutch pressure plate is provided on one side of the clutch member, and a second torque recessed edge is provided on the other side of the clutch pressure plate to correspond to a second torque flange of the support, the clutch A plurality of friction surfaces are generated between the pressure plate and the active clutch plate, and during the shifting process of the vehicle, the corresponding operation of the first torque flange and the first torque concave edge operates; and the second torque flange and the
  • the lever can also prevent the rear wheels from being locked to improve riding safety.
  • the aforementioned clutch pressure plate and clutch lever are installed to change the displacement of the clutch pressure plate through the movement of the clutch lever to operate the vehicle gear shift.
  • a support piece is provided on one side of the disc, and the support piece is locked with the clutch member by a plurality of bolts, and each of the bolts is provided with a compression spring and passes through the clutch pressure plate.
  • the support piece is provided with a second torque flange to correspond to To the second torque concave edge of the clutch pressure plate.
  • the clutch pressure plate When the rider drives the clutch lever to move counterclockwise, the clutch pressure plate can be pressed down at this time, so that the first torque concave edge of the clutch pressure plate can abut the first torque flange of the clutch member, and at the same time, let the clutch pressure plate The second torsion concave edge is separated from the second torsion flange of the support to increase the torque stress.
  • the active clutch plate is pressurized by the clutch pressure plate, so that the active clutch plate and the driven clutch plate are in close contact, so that the clutch output The shaft can output power to the transmission.
  • the vehicle engine is idle, and after the shifting or downshifting is completed, if the rider releases the clutch lever, let the clutch lever return to its original position, and During the circular motion time of the first torque flange against the torque stress, and during the circular motion time of the second torque flange and the second torque flange, the clutch pressure plate is slowly released in a set short time.
  • the active clutch plate keeps the driving clutch plate and the driven clutch plate from separating instantly, which can prevent the rear wheels from being locked to ensure riding safety and reduce the pressure of the vehicle's gearshift handle, which makes the operation more convenient.
  • the first torque flange of the clutch member and the first torque concave edge of the clutch pressure plate adopt a spiral surface correspondence method
  • the second torque concave edge of the clutch pressure plate and the second torque of the support member adopt a spiral surface correspondence method
  • the flanges adopt a spiral surface correspondence method.
  • the second torsion concave edge of the clutch pressure plate and the second torsion flange of the support member adopt a spiral surface correspondence method.
  • the clutch pressure plate When the clutch pressure plate is driven by the clutch lever, the moment when it returns to the original position upwards Through the corresponding stress of the second torque concave edge of the clutch pressure plate to the second torque flange of the supporting plate, the clutch pressure plate generates a certain circular arc reverse circular motion.
  • the aforementioned clutch pressure plate can slowly release the active clutch plate within a set time to prevent the rear wheels from locking up and ensure riding safety.
  • the clutch for enhancing torque and preventing locking provided by the present invention, wherein the clutch member is provided with three sets of first torque recessed edges to correspond to the three sets of first torque recessed edges provided on one side of the clutch pressure plate, so as to improve the torque output of the clutch. .
  • the clutch for enhancing torque and preventing locking provided by the present invention, wherein three sets of second torque recessed edges are provided on the other side of the clutch pressure plate to correspond to the three sets of second torque flanges provided on the support plate to slow down the clutch pressure plate. Let go of the active clutch plate to prevent the rear wheels from locking up.
  • the clutch pressure plate is provided with an auxiliary steel plate, so that at least three or more friction surfaces are added to the clutch pressure plate and the clutch housing, and the clutch pressure can be maintained during the clutch pressure plate pressing or releasing the active clutch plate. A certain torque between the disc and the active clutch plate makes the shifting process more stable.
  • three sets of bolts are bolted between the clutch member and the support plate, and compression springs are passed on the three sets of bolts to reduce the force of the compression spring pressing on the clutch platen and directly reduce the force of pressing the clutch handle. To make it easy for drivers of all sizes.
  • 1 is a schematic top plan view of a clutch that enhances torque and prevents locking in the present invention
  • FIG. 2 is a schematic longitudinal sectional view of a clutch for enhancing torque and preventing locking in the present invention
  • FIG. 3 is a schematic cross-sectional structure diagram of a clutch that enhances torque and prevents lockup obtained along the A-A plane in FIG. 1;
  • FIG. 4 is an enlarged view of a part I in FIG. 3;
  • FIG. 5 is a schematic longitudinal sectional view of the clutch for enhancing torque and preventing locking in another state according to the present invention
  • FIG. 6 is a schematic cross-sectional structure diagram of the enhanced torque and anti-locking clutch obtained along the A-A plane in FIG. 1 in another state;
  • FIG. 7 is an enlarged view of a part II in FIG. 6.
  • FIG. 8 is a schematic structural plan view of a clutch member in the present invention.
  • FIG. 9 is a schematic sectional structural view of the clutch member obtained along a B-B plane in FIG. 8;
  • FIG. 10 is a schematic structural plan view of a clutch pressure plate in the present invention.
  • FIG. 11 is a schematic sectional structural view of a clutch pressure plate obtained along a C-C plane in FIG. 10;
  • FIG. 12 is a schematic cross-sectional structure diagram of a clutch pressure plate obtained along a D-D plane in FIG. 10;
  • FIG. 13 is a partial exploded view of the clutch for enhancing torque and preventing locking in the present invention.
  • FIG. 14 is a schematic plan view of a supporting sheet according to the present invention.
  • FIG. 15 is a schematic cross-sectional structure diagram of a support sheet obtained along the E-E plane in FIG. 14;
  • FIG. 16 is a schematic cross-sectional structure view of the supporting sheet obtained along the F-F plane in FIG. 14;
  • 17 is an exploded view of a clutch pressure plate corresponding to a support plate in the present invention.
  • FIG. 18 is a perspective view of a three-dimensional structure of a clutch for enhancing torque and preventing locking in the present invention.
  • Clutch housing 1 clutch member 2, clutch pressure plate 3, clutch lever 4, support plate 5, output shaft 6, gear 10, key 11, buffer spring 12, mounting groove 13, active clutch plate 14, mounting groove 20, passive Clutch plate 21, center hole 22, first torque flange 23, bolt post 24, first torque recessed edge 30, second torque recessed edge 31, center hole 32, first annular surface 33, auxiliary steel plate 34, lower ring Surrounding surface 35, compression spring groove 36, clutch transmission lever 41, bolt hole 50, bolt 51, compression spring 52, second torque flange 53, spline groove 220, oblique surface 230, upright surface 231, acute angle end 232, oblique Facing surface 300, upright surface 301, slot end 302, oblique surface 310, upright surface 311, slot end 312, bearing groove 320, ball bearing 321, lower ring surface 360, oblique surface 530, upright surface 531, and acute angle end 532 .
  • the present invention provides a clutch that enhances torque and prevents lockup.
  • the clutch includes at least a clutch housing 1, a clutch member 2, a clutch pressure plate 3, a clutch lever 4, a support plate 5 and an output shaft 6.
  • the aforementioned clutch housing 1 can accommodate subsequent components.
  • the aforementioned clutch housing 1 and the gear 10 are combined into a conjoined body, and the clutch housing 1 and the gear 10 are riveted and combined by using a key 11.
  • the aforementioned gear 10 is meshed and driven by a vehicle engine through a primary reduction driving gear, so that the clutch can generate input power.
  • the mechanism for inputting power to the clutch is not shown in the figure, which belongs to the conventional method and will not be described again.
  • a plurality of buffer springs 12 are provided between the clutch housing 1 and the gear 10, which can prevent noise generated during the meshing rotation of the gear 10 and the primary reduction driving gear.
  • the inner peripheral wall of the aforementioned clutch housing 1 is provided with a plurality of mounting grooves 13 for the active clutch plates, and the mounting grooves 13 are arranged in parallel. Certain parallelism.
  • the aforementioned clutch member 2 is provided inside the aforementioned clutch housing 1, and the outer peripheral wall of the aforementioned clutch member 2 is provided with a plurality of mounting grooves 20 for passive clutch plates. Parallel ring arrangement. In this way, passive clutch plates 21 can be installed and installed through the mounting groove 20 to maintain the installation of each passive clutch plate 21 in a certain parallel state.
  • the passive clutch plate 21 can correspond to the active clutch plate 14 and allow the active The clutch plates 14 and the passive clutch plates 21 are staggered to operate.
  • the central hole 22 of the clutch member 2 is provided with a spline groove 220.
  • the spline groove 220 can be used to integrate with the output shaft 6 and connected to the transmission through the output shaft 6. When the output shaft 6 rotates, the clutch as a whole is in In the running state, the transmission can be driven by the clutch to make the vehicle shift.
  • the clutch member 2 is provided with a first torque flange 23, and the first torque flange 23 is provided with an inclined surface 230 and an upright surface 231, so that the first torque flange 23 forms an acute angle end 232 to correspond to the clutch pressure plate 3
  • the first torsional recessed flange to increase the clutch's torque output.
  • the aforementioned first torque flange 23 is composed of three groups. The three groups of first torque flanges 23 are evenly arranged in the circumferential direction to form a 120-degree distribution arrangement. The beneficial effect is that the clutch member 2 and the clutch pressure can be increased. Operational stability of disk 3.
  • the aforementioned clutch member 2 is provided with a plurality of bolt posts 24, a compression spring 52 can pass through the bolt posts 24, and the bolt posts 24 and the bolts 51 are detachably connected by threads.
  • the aforementioned clutch pressure plate 3 is provided on one side of the aforementioned clutch member 2.
  • the clutch pressure plate 3 is provided with a first torque concave edge 30 on one side, and the first torque concave edge 30 is provided with an inclined surface 300 and an upright surface 301, so that the first torque concave edge 30 forms a groove end 302 to correspond to the foregoing
  • the clutch member 2 is provided with the operation of the first torque flange 23 to increase the torque output of the clutch.
  • the other side of the clutch pressure plate 3 is provided with a second torque concave edge 31, and the second torque concave edge 31 is provided with an inclined surface 310 and an upright surface 311, so that the second torque concave edge 31 forms a groove end 312 to correspond to
  • the second torsion flange of the support 5 operates to prevent the rear wheels from locking up during the shifting process.
  • the clutch pressure plate 3 is provided with a middle hole 32, and a bearing groove 320 is provided below the middle hole 32.
  • the bearing groove 320 is used to receive a ball bearing 321, and the ball bearing 321 is provided with the clutch lever 4 as an axis.
  • the aforementioned clutch pressure plate 3 is provided with a first annular surface 33, and the first annular surface 33 is in contact with the active clutch plate 14 on the clutch housing 1 to generate a first friction surface.
  • the clutch pressure plate 3 is provided with an auxiliary steel plate 34, and the auxiliary steel plate 34 is fixed to the outside of the lower ring surrounding surface 35 of the clutch platen 3.
  • the clutch steel plate 3 and the active clutch plate can be generated by the auxiliary steel plate 34.
  • the second friction surface and the third friction surface (as shown in Figs. 2 and 5) to increase the torque output of the clutch; or during the shifting process, when the clutch lever is released, the clutch housing 1 and the active clutch plate 14 can be provided. Friction, shifting process, the vehicle can maintain smooth operation.
  • the friction surface between the clutch pressure plate 3 and the active clutch plate can be increased.
  • the present invention is described with three friction surfaces as a technical description.
  • the effect that the aforementioned clutch pressure plate 3 and the active clutch plate 14 have three or more friction surfaces is that when the clutch platen 3 and the clutch housing 1 are disengaged, the clutch housing 1 can press the clutch through the active clutch plate 14
  • the disc transmits a certain torque, so that the first torque recessed edge 30 of the clutch pressure plate 3 and the first torque flange 23 of the clutch member 2 are within a certain arc of circular motion time; or the second torque recessed edge 31 of the clutch pressure plate 3
  • the aforementioned clutch pressure plate can slowly leave the active clutch plate during the circular movement time, so that the vehicle can maintain a smooth and safe shifting process.
  • the clutch pressure plate 3 is provided with a plurality of compression spring grooves 36.
  • the compression spring groove 36 houses a compression spring 52, and the lower ring surface 360 of the compression spring groove 36 is used as one end of the compression spring 52 to allow the clutch pressure plate 3 to abut. It can be quickly returned by the assistance of the compression spring 52.
  • the clutch lever 4 and the clutch pressure plate 3 are integrated into a shaft.
  • a bearing groove 320 is provided below the middle hole 32 of the clutch pressure plate 3.
  • the ball bearing 321, the ball bearing 321 is arranged coaxially with the clutch lever 4, the ball bearing 321 is sleeved on the clutch lever 4, and the inner end of the aforementioned clutch lever 4 is extended into a reserved lever groove of the output shaft 6, so, by The counterclockwise rotation of the clutch transmission lever 41 (as shown in FIG. 2) can cause the clutch lever 4 to drive the clutch pressure plate 3 to generate downward power, but because the first torque recessed edge 30 on the clutch pressure plate 3 and the aforementioned clutch member The first torque flange 23 on 2 operates correspondingly.
  • the clutch pressure plate 3 generates a circular motion of a certain arc to increase the clutch torque.
  • the clutch lever 4 can drive the clutch pressure plate 3 to move upward.
  • the first torque flange 23 on the component 2 operates correspondingly, so that the clutch pressure plate generates a reverse circular motion of a certain arc, and the second torque concave edge 31 on the clutch pressure plate 3 and the second torque protrusion on the support plate 5
  • the corresponding operation of the edge 53 can slow down the speed at which the clutch pressure plate releases the active clutch plate, and can prevent the rear wheels from being momentarily locked (the engine speed is greater than the speed of the rear wheels), so as to avoid accidents.
  • the support piece 5 is disposed on one side of the clutch pressure plate 3.
  • the support piece 5 is provided with a plurality of bolt holes 50, and the bolt 51 passes through the bolt hole 50 and is locked with the bolt column 24 of the clutch member 2.
  • the aforementioned bolts 51 can be bolted to the bolt column 24 of the clutch member 2 and are bolted to the bolt column.
  • a compression spring 52 is sleeved on the outer surface. One side of the compression spring 52 abuts the lower ring surface 360 of the compression spring groove 36 in the clutch pressure plate 3. The clutch pressure plate can be quickly returned by the compression spring 52.
  • the support piece 5 is provided with a second torque flange 53, and the second torque flange 53 is provided with an inclined surface 530 and an upright surface 531, so that the second torque flange 53 forms an acute angle end 532 to increase the shift speed.
  • the two torque flanges 53 work together with the second torque recess 31 of the corresponding clutch platen 3 (see FIGS. 17 and 18).
  • the driving clutch plate 14 and the driven clutch plate 21 are brought into close frictional fit.
  • the gear 10 drives the clutch through the power of the engine to drive the output shaft 6 to reach the transmission, allowing the rider to complete the vehicle gear shift. Actions. And at the same time, through the preset three friction surfaces between the clutch pressure plate 3 and the active clutch plate 14, the friction between the active clutch plate and the passive clutch plate can be increased, the torque output of the clutch can be improved, and the shifting can be smooth.
  • the aforementioned clutch transmission lever 41 can be turned in a clockwise direction (compared with Figure 2-4).
  • the lever 41 will drive the clutch lever 4 to generate an upward displacement (as viewed in Figs. 5-7), and simultaneously drive the aforementioned clutch pressure plate 3 to generate an upward displacement.
  • the first torque recessed edge 30 of the clutch pressure plate 3 and the aforementioned clutch member The corresponding operation of the first torque flange 23 of 2 allows the clutch pressure plate 3 to generate a reverse circular motion of a certain radian (compared with Figure 2-4), which will separate the active clutch plate 14 from the passive clutch plate 21,
  • the power from the engine of the gear 10 can only drive the clutch housing to rotate, and the output shaft 6 does not output power to the transmission.
  • the rider accelerates the engine if the rear wheel cannot be accelerated in time, a state similar to that of the locked state will be generated, and the rear wheel will instantly jump, which may cause the car to crash.
  • the present invention uses the combination of the second torque recessed edge 31 of the clutch pressure plate 3 and the second torque flange 53 of the support 5, and uses the first torque recessed edge 30 of the clutch platen 3 and the clutch.
  • the first torsion flange 23 of the component 2 is self-bonded into the separated circular motion time, or the second torsion flange 31 of the clutch pressure plate 3 is used to self-separate from the second torsion flange 53 of the support 5
  • the clutch pressure plate 3 can slowly leave the active clutch plate 14 of the clutch housing 1 within this time, which is enough for the speed of the rear wheels to match the speed of the engine, and the rear wheels will never lock up.
  • the first torsional concave edge of the clutch pressure plate and the clutch member can be caused by the multiple friction surfaces generated between the clutch pressure plate 3 and the active clutch plate 14 of the clutch member 2.
  • the first torsion flange of a certain self-coupling to the separated circular motion time, and the second torsion flange of the clutch pressure plate and the second torsion flange of the support member to maintain a certain separation to the combined circular motion time This makes the shifting of the vehicle smoother and safer, reduces the pressure of the vehicle's shifting handle, and makes the operation more convenient.
  • the clutch that enhances torque and prevents locking in the present invention relies on the operation of the first torque flange 23 of the clutch member 2 and the first torque recess 30 of the clutch pressure plate 3 to increase the torque output of the clutch.
  • the rear wheels can be prevented from locking up and the driving safety can be increased.
  • the invention relates to a clutch that enhances torque and prevents lockup.
  • the rider grips the clutch handle to drive the clutch lever to move counterclockwise.
  • the clutch pressure plate can be moved down and the clutch pressure plate
  • the first torsion recess on the upper part may be combined with the first torsion flange on the clutch member to increase the torque of the clutch.
  • the second torque recessed edge on the clutch pressure plate can be separated from the second torque flange on the support, and the clutch pressure plate can be pressurized on the driving clutch plate, and the driving clutch plate will closely rub with the driven clutch plate.
  • the output shaft of the clutch can output power to the transmission; in addition, when the shift or downshift process, the vehicle engine is idle, and after the shift or downshift is completed, the rider releases the clutch lever and lets The clutch lever is returned to its original position, during the circular motion time when the first torque concave edge self-bonds to the first torque flange to the separation, and during the circular motion time when the second torque concave edge is combined with the second torque flange, The clutch pressure plate slowly releases the driving clutch plate within a set short period of time, so that the driving clutch plate and the driven clutch plate will not be separated instantaneously, which can prevent the rear wheels from locking up to ensure riding safety and reduce vehicle replacement. Block the pressure of the handle for easier operation.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

一种增强扭矩及防止锁死的离合器，其于离合器压盘（3）上设第一扭力凹缘（30），以对应于离合器构件（2）的第一扭力凸缘（23），在离合器压盘（3）的另一侧再设第二扭力凹缘（31），以对应于支撑件（5）的第二扭力凸缘（53），这样能够让车辆的换档更为顺畅；再者，离合器压盘（3）与主动离合器片（14）之间至少产生多个摩擦面，在离合器自加速到减速的瞬间，通过离合器壳体（1）瞬间施加于离合器压盘（3）的扭矩，能够让离合器压盘（3）上的第一扭力凹缘（30）与离合器构件（2）上的第一扭力凸缘（23）对应运作，也能够让离合器压盘（3）上的第二扭力凹缘（31）与支撑件（5）上的第二扭力凸缘（3）片的对应运作更为快速平稳。因此，在加速或减速瞬间，车辆可保持平稳。

Description

增强扭矩及防止锁死的离合器 技术领域
本发明涉及离合器技术领域，具体涉及一种增强扭矩及防止锁死的离合器。
背景技术
目前现有技术中公开有增强扭矩及防止锁死的离合器，例如，公开号为CN102725553A的中国发明专利申请及其同族专利公开了一种动力传递装置，在所述动力传递装置中，凸轮形成构件在离合器构件上形成的离合器构件侧凸轮表面与凸轮形成构件在中间构件上形成的中间构件侧凸轮表面相对应。而凭借离合器构件侧凸轮表面与中间构件侧凸轮表面所产生的位移“t”，能够让压力板离开驱动离合器片，以产生减速之作用。
尽管上述的技术方案能够解决相应的技术问题，但也存在弊端，弊端在于：
本领域技术人员可以知晓，在上述技术方案中，压力板与驱动离合器片之间仅产生一个摩擦面，当加速或减速的瞬间，离合器壳体无法提供压力板瞬间的扭矩，以让离合器构件侧凸轮表面与中间构件侧凸轮表面快速回位，离合器构件侧凸轮表面与中间构件侧凸轮表面无法快速回位容易造成车辆换挡不顺，容易引起车辆暴冲问题。
为此，本案发明人等特针对现有技术中的安全性问题，加以研究，乃发明本案。鉴于上述缺陷，本发明创作者经过长时间的研究和实践终于获得了本发明。
需要说明的是CN102725553A发明专利申请的同族专利包括申请号为 JP2010014917的日本专利以及申请号为PCT/JP2011/051488的通过PCT途径递交的专利申请。
发明的公开
本发明提供了一种增强扭矩及防止锁死的离合器，该离合器的设计提升了离合器的扭矩应力，并且在车辆换档过程，该离合器可以避免后轮锁死而导致的摔车危险。
在本发明中，将离合器壳体与齿轮结合以产生动力输入，并于前述离合器壳体内周壁安装设多个平行的主动离合器片，以对应于离合器构件外周壁所安装的多个平行的从动离合器片；让前述主动离合器片与从动离合器片交错设置，互相搭配运作；再者，离合器构件与输出轴键合成一体，前述输出轴与变速器连接，前述离合器构件设第一扭力凸缘，以对应于离合器压盘的第一扭力凹缘；前述离合器构件一侧设离合器压盘，前述离合器压盘另一侧设第二扭力凹缘，以对应于支撑件的第二扭力凸缘，前述离合器压盘与主动离合器片之间产生多个摩擦面，在车辆换档过程，通过前述第一扭力凸缘与第一扭力凹缘的对应运作；及前述第二扭力凹缘与第二扭力凸缘的对应运作，让离合器压盘可于设定的圆周运动时间内缓缓地放开主动离合器片，纵使快速放开离合器杆，亦可避免后轮被锁死，提升骑乘安全性；前述离合器压盘与离合器杆安装设置，通过离合器杆的移动改变离合器压盘的位移量，来操作车辆换档；前述离合器压盘一侧设支撑片，前述支撑片通过多个螺栓与离合器构件锁固，且各该螺栓均穿设有压缩弹簧，且穿过离合器压盘，前述支撑片设第二扭力凸缘，以对应于离合器压盘的第二扭力凹缘。当骑乘者驱动离合器杆呈逆时针运动，此时可将离合器压盘下压，让离合器压盘的第一扭力凹缘紧贴于离合器构件的第一扭力凸缘，同时，让离合器压盘的第二扭力凹缘与支撑件的第二扭力凸缘呈现分离状，增加扭矩应力，通过离合器压盘加压于主动离合器片，让主动离合器片与从动离合器片紧密接触，让离 合器的输出轴可输出动力到变速器。另外，当换挡或降挡过程，车辆引擎处于怠速状态，及当换挡或降挡完成后，如骑乘者放开离合器杆，让离合器杆在回复原位，在第一扭力凹缘对于第一扭力凸缘的反扭矩应力的圆周运动时间内，及在第二扭力凹缘与第二扭力凸缘的圆周运动时间内，让离合器压盘在设定的短暂时间内缓缓地放开主动离合器片，让主动离合器片与从动离合器片不会瞬间分开，可避免后轮锁死，以确保骑乘安全，并减少车辆换挡把手的压力，操作更方便。
本发明，其中离合器构件的第一扭力凸缘与离合器压盘的第一扭力凹缘之间为采用螺旋面对应的方式，及离合器压盘的第二扭力凹缘与支撑件的第二扭力凸缘之间为采用螺旋面对应的方式，当离合器压盘受到离合器杆的驱动而呈现向下移动的瞬间，通过离合器构件上的第一扭力凸缘对于离合器压盘的第一扭力凹缘的对应应力，足以让离合器压盘产生一定小弧度的圆周运动，以增加离合器的扭矩应力，可减少压缩弹簧之数量或离合器片之数量，让离合器杆的操作更为省力。
本发明，其中离合器压盘的第二扭力凹缘与支撑件的第二扭力凸缘之间为采用螺旋面对应的方式，当离合器压盘受到离合器杆的驱动而呈现向上回复原位的瞬间，通过离合器压盘的第二扭力凹缘对于支撑片的第二扭力凸缘的对应应力，让离合器压盘产生一定小弧度的反向圆周运动，当骑乘者放开离合器杆的过程中，前述离合器压盘可于设定的时间内缓缓的放开主动离合器片，以防止后轮锁死，确保骑乘安全。
本发明提供的增强扭矩及防止锁死的离合器，其中离合器构件设三组第一扭力凹缘，以对应于离合器压盘一侧所设的三组第一扭力凹缘，以提升离合器的扭力输出。
本发明提供的增强扭矩及防止锁死的离合器，其中离合器压盘另一侧设三组第二扭力凹缘，以对应于支撑片所设的三组第二扭力凸缘，以减缓离合器压盘放开主动离合器片的时间，以防止后轮锁死。
本发明，其中离合器压盘设置有辅助钢片，让离合器压盘与离合器壳体 至少增加三个以上的摩擦面，在离合器压盘紧压或放开主动离合器片的过程中，可维持离合器压盘与主动离合器片之间的一定扭矩，让换档过程更为平稳。
本发明，其中离合器构件与支撑片之间以三组螺栓栓设，并在该三组螺栓上穿设有压缩弹簧，来减少压缩弹簧压迫于离合器压盘的力量，直接降低按压离合器把手的力量，让各种身形的驾驶人都可轻松驾驭。
附图的简要说明
图1是本发明中增强扭矩及防止锁死的离合器的俯视结构示意图；
图2是本发明中增强扭矩及防止锁死的离合器的纵向剖面示意视图；
图3是沿图1中A-A面获得的增强扭矩及防止锁死的离合器的剖面结构示意图；
图4是图3中I部分的放大视图；
图5是本发明中增强扭矩及防止锁死的离合器在另一状态时的纵向剖面示意视图；
图6是沿图1中A-A面获得的增强扭矩及防止锁死的离合器在另一状态时的剖面结构示意图；
图7是图6中Ⅱ部分的放大视图。
图8是本发明中离合器构件俯视结构示意图；
图9是沿图8中B-B面获得的离合器构件的剖面结构示意图；
图10是本发明中离合器压盘的俯视结构示意图；
图11是沿图10中C-C面获得的离合器压盘的剖面结构示意图；
图12是沿图10中D-D面获得的离合器压盘的剖面结构示意图；
图13是本发明中增强扭矩及防止锁死的离合器的部分分解视图；
图14是本发明中支撑片的俯视结构示意图；
图15是沿图14中E-E面获得的支撑片的剖面结构示意图；
图16是沿图14中F-F面获得的支撑片的剖面结构示意图；
图17是本发明中离合器压盘对应于支撑片的爆炸视图；
图18是本发明中增强扭矩及防止锁死的离合器的立体结构示意图。
离合器壳体1、离合器构件2、离合器压盘3、离合器杆4、支撑片5、输出轴6、齿轮10、键11、缓冲弹簧12、安装槽13、主动离合器片14、安装槽20、被动离合器片21、中心孔22、第一扭力凸缘23、螺栓柱24、第一扭力凹缘30、第二扭力凹缘31、中孔32、第一环面33、辅助钢片34、下环围面35、压缩弹簧槽36、离合器传动杆41、螺栓孔50、螺栓51、压缩弹簧52、第二扭力凸缘53、花键槽220、斜向面230、直立面231、锐角端232、斜向面300、直立面301、槽端302、斜向面310、直立面311、槽端312、轴承槽320、滚珠轴承321、下环面360、斜向面530、直立面531和锐角端532。
实现本发明的最佳方式
以下结合附图，对本发明上述的和另外的技术特征和优点作更详细的说明。
本发明中最佳实施方式，可参阅图1至图18所示。本发明提供一种增强扭矩及防止锁死的离合器，其至少包含离合器壳体1、离合器构件2、离合器压盘3、离合器杆4、支撑片5及输出轴6等组件。
如图1-4所示，前述离合器壳体1，可以容纳后续的各组件，前述离合器壳体1与齿轮10结合成连体，通过键11将离合器壳体1与齿轮10铆合结合。前述齿轮10由车辆引擎通过初级减速驱动齿轮啮合传动，让离合器可以产生输入动力。向离合器输入动力的机构图中未示出，其属于习知方法，不再赘述。且于离合器壳体1与齿轮10之间设有多个缓冲弹簧12，可以防止齿轮10与初级减速驱动齿轮啮合转动过程产生噪音。
前述离合器壳体1的内周壁设多个主动离合器片的安装槽13，这些安 装槽13成平行排列，如此，通过安装槽13安装设置主动离合器片14，让各主动离合器片14的安装维持在一定的平行状态。
如图1-4、8和9所示，前述离合器构件2，设置于前述离合器壳体1的内侧，前述离合器构件2的外周壁设多个被动离合器片的安装槽20，这些安装槽20成平行环状排列，如此，可通过安装槽20安装设置被动离合器片21，让各被动离合器片21的安装维持一定的平行状态，前述被动离合器片21可对应于前述主动离合器片14，让前述主动离合器片14与被动离合器片21呈现交错设置以运作。前述离合器构件2的中心孔22设花键槽220，得利用前述花键槽220以与输出轴6键合成一体，并通过前述输出轴6与变速器连接，当输出轴6转动时，即是离合器整体在运转状态，此时可通过离合器驱动变速器运作，让车辆产生换挡的功能。
前述离合器构件2设第一扭力凸缘23，前述第一扭力凸缘23设有斜向面230与直立面231，让该第一扭力凸缘23形成锐角端232，以对应于离合器压盘3的第一扭力凹缘，以增加离合器的扭矩输出。前述第一扭力凸缘23系由三组组成，三组第一扭力凸缘23均匀周向配置，以形成相互之间120度的分配设置，其有益效果是：可提升离合器构件2与离合器压盘3的运作稳定度。前述离合器构件2设多个螺栓柱24，压缩弹簧52能够穿套螺栓柱24上，且螺栓柱24与螺栓51通过螺纹可拆卸连接。
如图1-4和10-12所示，前述离合器压盘3，设置于前述离合器构件2的一侧。前述离合器压盘3的一侧设第一扭力凹缘30，前述第一扭力凹缘30设斜向面300与直立面301，让该第一扭力凹缘30形成槽端302，以对应于前述离合器构件2设第一扭力凸缘23的运作，以增加离合器的扭矩输出。
前述离合器压盘3的另一侧设第二扭力凹缘31，前述第二扭力凹缘31设斜向面310与直立面311，让该第二扭力凹缘31形成槽端312，以对应于支撑件5的第二扭力凸缘运作，于换挡过程，可防止后轮锁死。前述离合器压盘3设中孔32，前述中孔32下方设轴承槽320，轴承槽320用于容纳滚 珠轴承321，前述滚珠轴承321以离合器杆4为轴设置。
前述离合器压盘3设第一环面33，第一环面33与离合器壳体1上的主动离合器片14接触而产生第一摩擦面。前述离合器压盘3设辅助钢片34，辅助钢片34被固定于离合器压盘3的下环围面35的外侧，可通过前述辅助钢片34让前述离合器压盘3与主动离合器片产生第二摩擦面与第三摩擦面(如图2及图5)，以提升离合器的转矩输出；或换挡过程，放开离合器杆的瞬间，可提供离合器壳体1与主动离合器片14的部分摩擦力，换挡过程，车辆可维持平稳运作。当然如增加辅助钢片34的数量，则可增加离合器压盘3与主动离合器片的摩擦面，视实际需求而定，本发明是以三个摩擦面做技术说明的。前述离合器压盘3与主动离合器片14产生三个或多个摩擦面的效果是当离合器压盘3与离合器壳体1分合的瞬间，可以让离合器壳体1通过主动离合器片14对离合器压盘传达一定的扭矩，让离合器压盘3的第一扭力凹缘30与离合器构件2的第一扭力凸缘23在一定弧度的圆周运动时间内；或离合器压盘3的第二扭力凹缘31与支撑件5的第二扭力凸缘在一定弧度的圆周运动时间内，前述离合器压盘可在该圆周运动时间内缓缓离开主动离合器片，以让换挡过程，车辆可维持平稳安全。前述离合器压盘3设多个压缩弹簧槽36，前述压缩弹簧槽36容设压缩弹簧52，再以前述压缩弹簧槽36的下环面360为压缩弹簧52的一端抵设，让离合器压盘3可通过压缩弹簧52的辅助而快速回位。
如图1、2、5、13和18所示，前述离合器杆4与前述离合器压盘3轴设成一体，于前述离合器压盘3的中孔32下方设轴承槽320，轴承槽320内设置滚珠轴承321，滚珠轴承321与离合器杆4同轴设置，滚珠轴承321套设在离合器杆4上，前述离合器杆4的内侧端再伸设于输出轴6的预留杆槽中，如此，通过离合器传动杆41的逆时针转动(如图2)，可以让离合器杆4带动离合器压盘3产生往下移动的动力，但由于前述离合器压盘3上的第一扭力凹缘30与前述离合器构件2上的第一扭力凸缘23对应运作，因此，离合器压盘3产生一定弧度的圆周运动，以增加离合器的扭矩。或通过离合 器传动杆41的顺时针转动(如图5)，可以让离合器杆4带动离合器压盘3产生往上移动，但由于因前述离合器压盘3上的第一扭力凹缘30与前述离合器构件2上的第一扭力凸缘23对应运作，让离合器压盘产生一定弧度的反向圆周运动，及前述离合器压盘3上的第二扭力凹缘31与支撑片5上的第二扭力凸缘53对应运作，可减缓离合器压盘放开主动离合器片的速度，可防止后轮被瞬间锁死(引擎转速大于后轮转速)，以避免发生摔车意外。
如图1-4及13-17所示，前述支撑片5，设置于前述离合器压盘3的一侧。前述支撑片5设多个螺栓孔50，螺栓51穿过螺栓孔50后与离合器构件2的螺栓柱24锁固，前述各螺栓51可与离合器构件2的螺栓柱24栓设，并于螺栓柱的外表套设压缩弹簧52，压缩弹簧52的一侧抵触于离合器压盘3内压缩弹簧槽36的下环面360，离合器压盘可借助压缩弹簧52快速回位。前述支撑片5设第二扭力凸缘53，前述第二扭力凸缘53设有斜向面530与直立面531，让该第二扭力凸缘53形成锐角端532，增快换挡速度，第二扭力凸缘53与对应的离合器压盘3的第二扭力凹缘31共同运作(如图17及18)。
如图2-4所示，当车辆要换挡时，骑乘者通过离合器把手驱动离合器传动杆41逆时针转动，让驱动离合器杆4向下移动，并同时带动离合器压盘3向下运动(由图2观察)，此时，再通过前述离合器压盘3的第一扭力凹缘30与前述离合器构件2的第一扭力凸缘23的对应运作，让离合器压盘3产生一定弧度的圆周运动，以增加离合器的扭矩输出。且同时，前述离合器压盘3的第二扭力凹缘31与前述支撑件5的第二扭力凸缘53呈现分开状，前述离合器压盘3可压紧于前述离合器壳体1的主动离合器片14，让前述主动离合器片14与从动离合器片21呈紧密摩擦贴合状，前述齿轮10通过来自于引擎动力驱动离合器运动，让输出轴6输出动力到达变速器，让骑乘者完成车辆换换挡的动作。且此同时可通过离合器压盘3与主动离合器片14之间预设的三摩擦面，增加主动离合器片与被动离合器片之间的摩擦力，提升离合器的扭矩输出，换挡顺畅。
如图5-7所示，当换挡完成后，骑乘者放开离合器把手的瞬间，可让前述离合器传动杆41反向为顺时针转动(与如图2-4比较)，前述离合器传动杆41将驱动离合器杆4产生向上位移(由图5-7观察)，并同时带动前述离合器压盘3产生向上位移，此时通过前述离合器压盘3的第一扭力凹缘30与前述离合器构件2的第一扭力凸缘23的对应运作，让离合器压盘3产生一定弧度的反向圆周运动(与如图2-4比较)，将让主动离合器片14与被动离合器片21呈分离状，此时齿轮10来自于引擎的动力仅能驱动离合器壳体转动，输出轴6无动力输出到变速器。此时，骑乘者如将引擎加速，如果后轮无法适时加速，会产生类似于锁死的状态，后轮产生瞬间跳动，即有摔车的可能。由此，本发明通过前述离合器压盘3的第二扭力凹缘31与前述支撑件5的第二扭力凸缘53的结合，且利用前述离合器压盘3的第一扭力凹缘30与前述离合器构件2的第一扭力凸缘23自结合到分离的圆周运动时间内，或利用前述离合器压盘3的第二扭力凹缘31将与前述支撑件5的第二扭力凸缘53自分离至结合的圆周运动时间内，让前述离合器压盘3可以于该时间内缓缓的离开前述离合器壳体1的主动离合器片14，足以后轮的转速配合引擎转速，后轮绝对不会锁死。
如图2所示，当车辆换挡瞬间，可通过前述离合器压盘3与离合器构件2的主动离合器片14间所产生的多个摩擦面，让离合器压盘的第一扭力凹缘与离合器构件的第一扭力凸缘维持一定自结合到分离的圆周运动时间内，并让离合器压盘的第二扭力凹缘与支撑件的第二扭力凸缘维持一定的分离到结合的圆周运动时间内，让车辆换挡的动作更为顺畅安全，更可减少车辆换挡把手的压力，操作更方便。
综上指陈，本发明中增强扭矩及防止锁死的离合器，凭借离合器构件2的第一扭力凸缘23与离合器压盘3的第一扭力凹缘30的运作，来增加离合器的扭矩输出，再凭借离合器压盘3的第二扭力凹缘31与支撑件5的第二扭力凸缘53的对应运作，可以防止后轮锁死，增加行车安全。
以上仅为本发明的较佳实施例，对本发明而言仅仅是说明性的，而非限 制性的。本发明中各部件的结构和连接方式等都是可以有所变化的，凡是在本发明技术方案的基础上进行的等同变换和改进，均不应排除在本发明的保护范围之外。
工业应用性
本发明涉及一种增强扭矩及防止锁死的离合器，当要换档时，由骑乘者紧握离合器把手以驱动离合器杆呈逆时针运动，此时可将离合器压盘下移，离合器压盘上的第一扭力凹缘可与离合器构件上的第一扭力凸缘结合，以增加离合器的扭矩。同时，让离合器压盘上的第二扭力凹缘可与支撑件上的第二扭力凸缘分离，且让离合器压盘可加压于主动离合器片，主动离合器片将与从动离合器片紧密摩擦或贴合，这样离合器的输出轴可输出动力到变速器；另外，当换挡或降挡过程，车辆引擎处于怠速状态，及当换挡或降挡完成后，骑乘者放开离合器杆，让离合器杆在回复原位，在第一扭力凹缘对于第一扭力凸缘自结合到分离的圆周运动时间内，及在第二扭力凹缘与第二扭力凸缘结合的圆周运动时间内，让离合器压盘在设定的短暂时间内缓缓地放开主动离合器片，让主动离合器片与从动离合器片不会瞬间分开，可避免后轮锁死，以确保骑乘安全，并减少车辆换挡把手的压力，操作更方便。

Claims (10)

  1. 一种增强扭矩及防止锁死的离合器，其特征在于，其至少包含：
    离合器壳体，前述离合器壳体与齿轮通过键而铆合成一体，前述离合器壳体通过前述齿轮产生输入动力，前述离合器壳体的内周壁安装设置有多个平行的主动离合器片；前述主动离合器片与离合器压盘的辅助钢片产生多个摩擦面；
    离合器构件，设置于前述离合器壳体的内部，前述离合器构件与输出轴键合成一体，前述离合器构件的外周壁的安装槽安装有多个平行的从动离合器片，让前述离合器壳体的主动离合器片与从动离合器片呈交错设置状，前述离合器构件设第一扭力凸缘，以对应于离合器压盘的第一扭力凹缘；
    离合器压盘，前述离合器压盘设置于前述离合器构件的一侧，前述离合器压盘的一侧设第一扭力凹缘，以对应于前述离合器构件上的第一扭力凸缘，前述离合器压盘的另一侧设第二扭力凹缘，以对应于支撑件上的第二扭力凸缘，前述离合器压盘设第一环面以与前述离合器壳体的主动离合器片接触产生第一摩擦面，并于前述离合器压盘设辅助钢片，通过前述辅助钢片与前述主动离合器片产生第二接触面和第三接触面；
    离合器杆，前述离合器杆与前述离合器压盘轴设结合，通过前述离合器杆的移动，足以驱动前述离合器压盘产生一定的位移，以决定车辆的加速或减速作用；
    支撑片，设于前述离合器压盘的一侧，前述支撑片以多个螺栓穿过前述离合器压盘，并让压缩弹簧穿套于离合器构件上的螺栓柱，螺栓再与前述离合器构件的螺栓柱锁固，前述支撑片设第二扭力凸缘，以对应于离合器压盘的第二扭力凹缘；
    如此，当要换档时，骑乘者通过离合器把手驱动离合器传动杆逆时针转动，从而驱动前述离合器杆向下移动，并同时带动前述离合器压盘向下运动，此时，再通过前述离合器压盘上的第一扭力凹缘与前述离合器构件上的第一 扭力凸缘的对应运作，让前述离合器压盘产生一定弧度的圆周运动，以增加离合器的扭矩输出；且同时，前述离合器压盘上的第二扭力凹缘与前述支撑件上的第二扭力凸缘呈现分开状；
    当换档或倒档完成，放开离合器把手后，前述离合器传动杆以顺时针运动，让前述离合器杆产生向上移动，并同时带动前述离合器压盘向上移动，此时，再通过前述离合器压盘上的第一扭力凹缘与前述离合器构件上的第一扭力凸缘的对应运作，让离合器压盘产生一定弧度的反向圆周运动，让前述主动离合器片与从动离合器片呈分离状；且此同时，前述离合器压盘上的第二扭力凹缘与前述支撑件上的第二扭力凸缘互为结合，且利用前述离合器压盘上的第一扭力凹缘与前述离合器构件上的第一扭力凸缘自结合到分离的圆周运动时间内，或利用前述离合器压盘上的第二扭力凹缘与前述支撑件上的第二扭力凸缘自分离至结合的圆周运动时间内，让前述离合器压盘能够在该时间内缓缓的离开前述离合器壳体的主动离合器片，以防止后轮锁死。
  2. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，在前述离合器壳体内周壁所设的多个主动离合器片之中，有二主动离合器片与离合器压盘的辅助钢片接触从而产生第二摩擦面和第三摩擦面。
  3. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器构件的中心孔设花键槽，得利用前述花键槽与输出轴键合成一体，前述离合器构件通过前述输出轴与变速器连接。
  4. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器构件上的第一扭力凸缘设斜向面与直立面，让该第一扭力凸缘形成锐角端，增快换挡速度，并可对应于离合器压盘上的第一扭力凹缘。
  5. 如权利要求4所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器构件上的第一扭力凸缘系由三组组成，以形成相互之间120度的分配设置，其能够提升离合器构件与离合器压盘的运作稳定度。
  6. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器压盘的一侧设第一扭力凹缘，前述第一扭力凹缘设斜向面与 直立面，让该第一扭力凹缘形成槽端，以对应于前述离合器构件上的第一扭力凸缘；前述离合器压盘另一侧设第二扭力凹缘，前述第二扭力凹缘设斜向面与直立面，让该第二扭力凹缘形成槽端，以对应于支撑件上的第二扭力凸缘。
  7. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器压盘的辅助钢片被固定于离合器压盘的下环围面的外侧，通过前述辅助钢片能够让前述离合器压盘与主动离合器片产生第二摩擦面与第三摩擦面；通过增加辅助钢片的数量，能够增加离合器压盘与主动离合器片的摩擦面的数量，前述离合器压盘与主动离合器片之间产生三个或更多摩擦面的效果，于前述离合器压盘与离合器壳体分合的瞬间，让离合器压盘对于主动离合器片产生一定的摩擦力。
  8. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器压盘设多个压缩弹簧槽，再以前述压缩弹簧槽的下环面为压缩弹簧的一端抵设，让离合器压盘能够通过压缩弹簧的辅助快速回位。
  9. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述离合器杆与前述离合器压盘轴设成一体，于前述离合器压盘的中孔下方设轴承槽，轴承槽用于安装设置滚珠轴承，前述滚珠轴承以前述离合器杆为轴设置，前述离合器杆的内侧端再伸设于输出轴的预留杆槽中，如此，通过离合器传动杆的逆时针或顺时针转动，让前述离合器杆带动前述离合器压盘往下移动，产生换档或退档的作用；或通过前述离合器传动杆的顺时针或逆时针转动，让前述离合器杆带动离合器压盘往上移动，以达到防止后轮锁死的作用。
  10. 如权利要求1所述的一种增强扭矩及防止锁死的离合器，其特征在于，前述支撑片上的第二扭力凸缘设斜向面与直立面，让该第二扭力凸缘形成锐角端，并可对应于前述离合器压盘上的第二扭力凹缘共同运作，以达到防止后轮锁死的作用。
PCT/CN2018/106860 2018-09-21 2018-09-21 增强扭矩及防止锁死的离合器 WO2020056704A1 (zh)

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