CN201093019Y - Wheel clutch - Google Patents

Abstract

The utility model discloses a vehicle wheel clutch which is applied to a vehicle driving system, which aims at overcoming the problem that a rear wheel and a driving system can not be completely separated and have large impact when in joining. The vehicle wheel clutch comprises a ratchet wheel (2), a flange seat (3), a detent (4) and a separating sleeve barrel (5), wherein the ratchet wheel (2) is connected with the left end of a rear-wheel hub (1) through left-turning screw thread, the flange seat (3) whose groove is provided with the detent (4) and a offsetting spring (11) is mounted in a gearing cavity of the ratchet wheel (2), the flange seat (3), the rear-wheel hub (1) and the ratchet wheel (2) are sleeved on a rear shaft (7) through a bearing, a large driving sprocket wheel (8) is fixedly connected with the flange (3), and the separating sleeve barrel (5) is sleeved on the rear shaft (7) from the left lateral of the flange seat (3) through the bearing. The rear wheel and the whole driving system are completely separated when a motor of a vehicle is misfired to glide, and the vehicle wheel and the whole driving system are guaranteed to have small impact when combining again after the motor is restarted.

Description

wheel clutch

technical field

The utility model relates to a transmission device applied to a vehicle, in particular to a wheel clutch applied to a vehicle transmission system.

Background technique

An engine is installed on an energy-saving vehicle, and its specific structure is basically the same as that of an ordinary motorcycle. But the main goal of energy-saving car design is to challenge the maximum number of kilometers per liter of fuel. Therefore, this puts forward higher requirements for the transmission system of energy-saving vehicles: in addition to meeting the normal transmission function, more importantly, when the engine is turned off and the vehicle coasts by inertia, there is no gap between the rear wheels and the entire transmission system. Meaningful friction should be minimized as much as possible.

Usually all realize above-mentioned requirement by installing wheel clutch additionally between the transmission system of energy-saving vehicle and rear wheel. The wheel clutches installed on current energy-saving vehicles are mainly divided into two categories:

1. Install an overrunning clutch on the transmission system (for example, the flywheel mechanism of a bicycle). Although this kind of scheme can ensure that the rear wheels cannot reversely drag the entire transmission system when the vehicle is coasting, the meaningless friction loss between the rear wheels and the entire transmission system still exists, and it cannot be completely eliminated.

2. Install a common mechanical clutch (for example, jaw clutch) on the transmission system, so that the separation and engagement between the rear wheel and the entire transmission system can be realized through the operating mechanism. Although this kind of scheme can make the vehicle when coasting, since the rear wheel is completely separated from the transmission system, the meaningless frictional resistance between the rear wheel and the entire transmission system is reduced to zero. However, when the vehicle speed is too low and the engine needs to be restarted, due to the speed difference between the rear wheel and the transmission system, the engagement process will produce a relatively large impact. This will not only make the economy of the vehicle worse, but even cause the entire transmission system to be damaged by impact.

Contents of the invention

The technical problem to be solved by the utility model is to overcome the existing problems of the prior art and provide a wheel clutch applied to the vehicle transmission system. It not only allows the wheels to be completely separated from the entire transmission system, but also produces a small enough shock to ensure that the wheels are rejoined with the entire transmission system when the engine needs to be restarted.

Referring to Fig. 1 to Fig. 9, in order to solve the above-mentioned technical problems, the utility model adopts the following technical solutions to realize it. On the basis of existing components such as hub, rear axle, large transmission sprocket and return spring, it adds ratchet, flange seat, pawl and separation sleeve with new structure.

The ratchet is connected to the left end of the hub of the rear wheel through a left-hand thread, and the flange seat with the ratchet and the return spring placed in the groove is put into the internal tooth cavity of the ratchet, and the flange seat, the hub of the rear wheel and the ratchet are assembled through the bearing. On the rear axle, the flange seat is fixedly connected with the transmission large sprocket, and the separation sleeve is set on the rear axle on the left side of the flange seat through a linear bearing.

The pawl described in the technical proposal is a long solid structure surrounded by a curved surface and a plane. The lower end of the pawl is a cylindrical surface, the upper end is an inclined plane, and the inner side is a curved surface. The groove of the return spring is also a curved surface on the outside. The two end faces in the length direction are planes, and the upper left corner is also an inclined plane. The cylinder formed by the lower cylindrical surface of the pawl is placed on the bottom of the groove of the flange. Rotation connection is formed in the groove of the cylindrical surface; the flange seat is composed of a stepped flange with evenly distributed through holes and a ring body, and the outer cylindrical surface of the ring body is symmetrically arranged up and down in the axial direction. Process two transparent grooves, the groove is surrounded by a curved surface and a plane, the bottom surface of the groove is a curved surface, the top surface of the groove is a curved surface, and the left side of the groove is a plane parallel to the symmetry plane of the torus , the right side is an inclined plane, connecting the bottom surface and the right inclined plane is a cylindrical surface matched with the cylinder at the lower end of the ratchet, and the large flange plate with through holes evenly distributed on the flange seat is fixedly connected with the transmission large sprocket; The separation sleeve is a cylindrical structural part, and a stepped hole is processed on its symmetrical axis to match the linear bearing and the flange seat with two transparent grooves, and the large-diameter circular hole The round end of the round mouth is processed with an inner conical surface; the ratchet is a circular structural member, one end of which is processed with a left-handed internal thread for connecting with the rear wheel hub, and the other end is processed with a ratchet matched with the pawl internal teeth.

The beneficial effects of the utility model are:

1. The utility model can make the vehicle slide when the engine is turned off, because the upper left corner of the ratchet is processed with a slope, and the right side of the separation sleeve is processed with a matching inner cone surface, so that the linear motion of the separation sleeve can be transformed into a ratchet. The pawl rotates in the groove of the flange seat, and the pawl is pressed against the flange seat, so that the rear wheel is completely separated from the entire transmission system, avoiding unnecessary friction loss and improving the economy of the vehicle;

2. When the vehicle speed is too low and the engine is restarted, the utility model can ensure that the impact generated by the wheels and the entire transmission mechanism is small enough in the process of recombining, which can greatly reduce energy loss and improve The economy of the vehicle.

Description of drawings

Below in conjunction with accompanying drawing, the utility model is described in further detail:

Fig. 1 is a rotating sectional view of the wheel clutch structure at position B-B in Fig. 2 when the separation sleeve in the wheel clutch is at the leftmost end;

Fig. 2 is a cross-sectional view of the structure of the wheel clutch at position A-A in Fig. 1;

Fig. 3 is a rotating sectional view of the wheel clutch structure at position B-B in Fig. 4 when the release sleeve in the wheel clutch is at the far right;

Fig. 4 is a cross-sectional view of the structure of the wheel clutch at position A-A in Fig. 3;

Fig. 5 is the front view of the ratchet parts in the wheel clutch;

Figure 6 is a left side view of the pawl parts in the wheel clutch;

Fig. 7 is a partial sectional view of the pawl part in the wheel clutch at the B-B position in Fig. 6;

Fig. 8 is a rotating sectional view of the flange seat part in the wheel clutch at position A-A in Fig. 9;

Fig. 9 is a left side view of the flange seat part in the wheel clutch;

In the figure: 1. Rear wheel hub, 2. Ratchet wheel, 3. Flange seat, 4. Pawl, 5. Separation sleeve, 6. Linear bearing, 7. Rear axle, 8. Transmission large sprocket, 9. Car Bar, 10. rear wheel rim, 11. return spring.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is described in further detail:

The utility model aims at the deficiency of the wheel clutch installed in the transmission system of the energy-saving vehicle, and provides a new type of wheel clutch. When the engine is turned off and the vehicle coasts by inertia, the wheel and the entire transmission system can be completely separated to realize the vehicle The effect of free gliding. When the vehicle speed drops to a certain value and the engine needs to be restarted, it can also ensure that the impact generated by the wheels and the entire transmission mechanism is small enough during the recombination process. A wheel clutch installed in the transmission system of an energy-saving vehicle is based on the existing components such as the hub, the rear axle, the transmission large sprocket and the return spring, and adds a ratchet with a new structure, a flange seat, Pawl and release sleeve parts.

Referring to Fig. 2 and Fig. 4, ratchet 2 is a ring-shaped structural member, and its one end is processed with the left-handed internal thread that is connected with rear wheel hub 1, and the other end is processed with the ratchet internal tooth that cooperates with ratchet 4.

Referring to Fig. 5 to Fig. 7, the ratchet 4 is an elongated solid structural member surrounded by a curved surface and a plane. The ratchet 4 adopted in the utility model is much longer than the ratchet used in the prior art, or in other words, the length of the ratchet 4 far exceeds its working length engaged with ratchet 2 teeth. The lower end of the ratchet 4 is a cylindrical surface, the upper end is an inclined plane, and the inner side is a curved surface, that is, after the ratchet 4 and the ratchet 2 are completely disengaged, the ratchet 4 is close to the surface on the bottom surface of the processed groove on the flange seat 3, and A groove for placing the return spring 11 is processed along its height direction. The cross-sectional shape of the groove can be a triangle shape or an arc shape, and the outside is also a curved surface, that is, the surface facing the inner teeth of the ratchet. The two end faces in the length direction are planes, and the upper left corner is also an inclined plane after machining.

Referring to Fig. 8 and Fig. 9, the flange seat 3 is an integral part composed of a stepped flange with evenly distributed through holes and a ring body, and their axes of rotation are collinear. Designed as a stepped flange, one is convenient for positioning and connection with the transmission large sprocket 8, and on the other hand, it lengthens the length of the accommodating ratchet 4, so that the ratchet 4 can work smoothly under the working condition of rotation. On the outer cylindrical surface of the torus, two transparent grooves are symmetrically processed up and down in the axial direction. The groove is surrounded by a curved surface and a plane. The bottom surface of the groove is a curved surface, and the top surface of the groove is a curved surface. , the axis of rotation of the two curved surfaces is collinear with the axis of rotation of the flange seat 3, the left side of the groove is a plane parallel to the symmetry plane of the torus, the right side is an inclined plane, and the bottom surface and the right inclined plane are connected by spines The cylindrical surface that the claw 4 lower end cylinders match. A circular hole for installing the return spring 11 is processed at the intersection of the left plane of the groove and the curved surface of the bottom surface of the groove. In fact, these two transparent grooves only have a top surface at the position where there is a stepped flange, and there is no top surface at the two ends where there is no stepped flange, and they are open.

Referring to Fig. 1 and Fig. 3, the separation sleeve 5 is a cylindrical structural member, on its axis of symmetry, there are steps matched with the linear bearing 6 and the two through-groove parts processed on the flange seat 3 For the hole, an inner conical surface is machined at the round mouth end of the large-diameter round hole. An annular groove with a rectangular cross-section matching the shift fork is processed on the outside of the small-diameter circular hole.

The ratchet 2 and the rear wheel hub 1 are connected together by a left-handed thread, and the pawl 4 is installed in the two transparent grooves on the flange seat 3. To be precise, the cylinder formed by the lower end of the pawl 4 is placed It can be rotated in the groove whose cross-section is a cylindrical surface at the bottom of the groove of the flange seat 3, and a limit position of its allowable rotation can ensure that the ratchet 4 is engaged with the teeth of the ratchet 2; another limit position of the allowable rotation can ensure The teeth of ratchet 4 and ratchet 2 break away completely. The lower end of the return spring 11 is packed into the hole at the bottom of the groove, and the upper end of the return spring 11 is placed in the groove of the return spring 11 on the inner curved surface of the pawl 4 . Due to the elastic force of the return spring 11, the ratchet 4 always has a tendency to bounce upward so that the ratchet 4 always has a tendency to engage with the teeth of the ratchet 2. Put the flange seat 3 with the ratchet 4 and the return spring 11 in the groove into the internal tooth chamber of the ratchet 2, and fit the flange seat 3, the rear wheel hub 1 and the ratchet 2 on the right end of the rear axle 7 through the bearing superior. The separation sleeve 5 is fitted on the rear shaft 7 on the left side of the flange seat 3 through the linear bearing 6 to ensure that the separation sleeve 5 can move smoothly on the rear shaft 7 in the axial direction and a small amount of rotation in the circumferential direction . The right side of the separation sleeve 5 is processed with an inner cone surface, and the upper left corner of the ratchet 4 is processed with an inclined plane. After the separation sleeve 5 moves from the left end to the right end under the action of the shift fork, the separation sleeve 5 can be moved. The linear motion of the ratchet 4 is converted into the rotation of the ratchet 4 in the groove of the flange seat 3, that is, the rotation to the position where the ratchet 4 and the teeth of the ratchet 2 are completely disengaged. The large flange with four through holes evenly distributed on the flange seat 3 is fixedly connected with the transmission large sprocket 8 by four bolts, and jointly transmits the torque from the engine.

Rear axle 7 is fixedly installed on the vehicle frame. The rear wheel hub 1 that is fixedly installed on the rear axle 7 is spliced together with the rear wheel rim 10 by car bars 9 .

How the wheel clutch works:

1. The working principle of transmitting engine torque under normal working conditions:

Referring to Fig. 1 and Fig. 2, after a series of transmissions, the engine torque is transmitted to the transmission large sprocket 8 through the chain, and then transmitted to the flange seat 3 through 4 connecting bolts. The flange seat 3 transmits the torque to the ratchet 4 through the groove matched with the ratchet 4 .

The separating sleeve 5 at this moment makes it be in the leftmost position by manipulating the shift fork. The ratchet 4 is pressed against the teeth of the ratchet 2 under the effect of the return spring 11 like this. Torque can then be transmitted via the pawl 4 to the ratchet 2 .

Afterwards, the torque is further transmitted to the rear wheel hub 1, the rail 9 and the rear wheel rim 10 through the ratchet 2 and the left-hand thread on the rear wheel hub 1. Thus, the transmission process of the engine torque to the rear wheels under normal working conditions is realized.

2. The working principle under the condition that the wheel and the transmission mechanism are separated:

When the engine was just turned off, the vehicle was coasting. The transmission large sprocket 8 rotating speed that is connected with engine drops to zero very soon; And the rear wheel hub 1 is owing to being connected with the rear wheel that drives vehicle quality, and its rotating speed drops very slowly (can approximately think that rotating speed is constant). If the shift fork is not manipulated at this time, and the separation sleeve 5 is still at the leftmost position, then the current transmission system can be approximately regarded as a mechanism with an overrunning clutch. Although the rear wheel hub 1 cannot reverse the large chain The wheel 8 rotates, but there is meaningless friction loss between the teeth of the ratchet 2 and the pawl 4 .

Referring to Fig. 3 and Fig. 4, at this moment, by manipulating the shift fork, the separation sleeve 5 is at the rightmost position. Because the inner conical surface has been processed on the far right side of the separating sleeve 5, and the inclined plane has been processed on the upper left corner of the ratchet 4. This just makes in the process that separating sleeve 5 moves to the rightmost end position, ratchet 4 must be pressed in the groove on the flange seat 3, even if it is in the position that throws off completely with the tooth of ratchet 2. Thereby also just realized that rear wheel and whole transmission system are disengaged completely, and at this moment vehicle just is in the state of real free gliding, there is no meaningless frictional loss, thereby its economy improves.

3. The working principle under the condition that the wheel and the transmission mechanism are rejoined:

Referring to Figure 1 and Figure 2, when the vehicle speed drops to a certain value, the engine needs to be restarted to retransmit the torque to the rear wheels. At this time, it is only necessary to operate the shift fork to make the separation sleeve 5 be in the leftmost position again, so that the ratchet 4 has a tendency to be tightly pressed against the teeth of the ratchet 2 under the action of the return spring 11 .

Since there is a speed difference between the rear wheel hub 1 and the transmission large sprocket 8, there may be an impact during the combination process. At this time, it is necessary to specially control the timing of operating the shift fork. The general principle is to ensure that when operating the shift fork, The rotating speed of rear wheel hub 1 (and the rotating speed of ratchet 2) is greater than the rotating speed of transmission big chain wheel 8 (and the rotating speed of ratchet 4). The safest way is to manipulate the forks before the engine restarts.

As long as the timing of manipulating the shift fork meets the above requirements, the transmission system at this time is very similar to the situation in which an overrunning clutch (such as a bicycle flywheel) is installed. That is to say, because the rotating speed of wheel hub 1 is greater than that of large sprocket 8, the torque of engine cannot be transmitted on the rear wheel 10. The existence of rotational speed difference has caused ratchet 4 to " go beyond " of ratchet 2 tooth, can not produce impact.

At this time, it is only necessary to gradually increase the engine throttle to increase the speed of the entire transmission system. When the rotating speed of ratchet 4 increases gradually, and just surpasses ratchet 2, the torque of engine just can be transmitted on the rear wheel very smoothly.

At this time, the vehicle re-enters the above-mentioned process of transmitting engine torque under normal working conditions, and the process of re-engaging the entire wheel with the transmission mechanism is over, and no large impact phenomenon occurs during the engaging process.

Claims (5)

1. A wheel clutch, comprising a wheel hub, a rear axle, a large transmission sprocket, and a return spring, characterized in that it adds a ratchet wheel (2), a flange seat (3), and a ratchet (4) with a new structure with separation sleeve (5); The ratchet (2) is connected to the left end of the rear wheel hub (1) through a left-handed thread, and the flange seat (3) with the ratchet (4) and the return spring (11) placed in the groove is put into the ratchet (2) In the internal tooth cavity, the flange seat (3), the rear wheel hub (1) and the ratchet (2) are set on the rear axle (7) through bearings, and the flange seat (3) is fixed to the transmission large sprocket (8) Connected, the separation sleeve (5) is sleeved on the rear axle (7) on the left side of the flange seat (3) through the linear bearing (6). 2. The wheel clutch according to claim 1, characterized in that, the pawl (4) whose actual length is far beyond the meshing length with the teeth of the ratchet (2) is a strip surrounded by a curved surface and a plane The lower end of the ratchet (4) is a cylindrical surface, the upper end is an inclined plane, the inner side is a curved surface, and a groove for placing the return spring (11) is processed along its height direction, and the outer side is also a curved surface. The two end faces of the flange seat (3) are planes, and the upper left corner is also processed into an inclined plane. The cylinder formed by the lower cylindrical surface of the ratchet (4) is placed in the groove with a cylindrical cross-section at the bottom of the groove of the flange seat (3). Turn to connect. 3. The wheel clutch according to claim 1, characterized in that, the flange seat (3) is composed of a stepped flange with evenly distributed through holes and a ring body, and the ring body Two transparent grooves are processed symmetrically up and down on the outer cylindrical surface along the axial direction. The groove is surrounded by a curved surface and a plane. The bottom surface of the groove is a curved surface, the top surface of the groove is a curved surface, and the left side of the groove It is a plane parallel to the plane of symmetry of the torus, and the right side is an inclined plane. What connects the bottom surface and the right inclined plane is a cylindrical surface matched with the cylinder at the lower end of the ratchet (4). The large flange that is clothed with through holes is fixedly connected with the transmission large sprocket (8). 4. The wheel clutch according to claim 1, characterized in that, the release sleeve (5) is a cylindrical structural member, and is processed with linear bearings (6) and flanges on its axis of symmetry. The seat (3) is processed with two stepped holes matched by the transparent groove parts, and an inner conical surface is processed at the round mouth end of the large-diameter circular hole. 5. The wheel clutch according to claim 1, characterized in that said ratchet (2) is a ring-shaped structural part, and one end of it is processed with a left-handed internal thread for connecting with the rear wheel hub (1) , the other end is processed with ratchet internal teeth matched with the pawl (4).

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