CN114233768B - Wet clutch of longitudinally-arranged hybrid gearbox - Google Patents
Wet clutch of longitudinally-arranged hybrid gearbox Download PDFInfo
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- CN114233768B CN114233768B CN202210103505.5A CN202210103505A CN114233768B CN 114233768 B CN114233768 B CN 114233768B CN 202210103505 A CN202210103505 A CN 202210103505A CN 114233768 B CN114233768 B CN 114233768B
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- clutch
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- 230000009977 dual effect Effects 0.000 claims description 35
- 230000005540 biological transmission Effects 0.000 claims description 22
- 238000007789 sealing Methods 0.000 claims description 7
- 230000009471 action Effects 0.000 claims description 5
- 210000001503 joint Anatomy 0.000 claims description 5
- 230000008878 coupling Effects 0.000 claims 3
- 238000010168 coupling process Methods 0.000 claims 3
- 238000005859 coupling reaction Methods 0.000 claims 3
- 239000003921 oil Substances 0.000 abstract description 90
- 239000010687 lubricating oil Substances 0.000 abstract description 6
- 230000001050 lubricating effect Effects 0.000 abstract description 3
- 230000009286 beneficial effect Effects 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- 238000001816 cooling Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000005461 lubrication Methods 0.000 description 2
- 230000013011 mating Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000007480 spreading Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
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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
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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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
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The utility model discloses a wet clutch of a longitudinally-arranged hybrid gearbox, which is coaxially provided with an input shaft flange, a friction plate bracket, an inner hub and an oil distribution disc in sequence from an input end to an output end; the outer side of the oil distribution disc is provided with a pair piece bracket connected with the inner hub; a friction plate group is arranged between the dual-plate bracket and the friction plate bracket; a piston is arranged between the dual-sheet bracket and the friction plate bracket; the piston may push against the friction plate set. According to the utility model, the piston cavity and the balance cavity are designed on the inner side of the friction plate group, and the oil distribution disc is arranged on the inner side of the inner hub, so that the axial size of the clutch is greatly reduced; the high-low pressure oil way is integrated on the oil distribution disc, so that the balance cavity oil way and the clutch lubricating oil way are integrally designed, and the oil way design is simplified; the flange is designed on the friction plate bracket, so that the lubricating oil is prevented from losing, and the lubricating efficiency is improved; and the centers of the inner hub and the input shaft flange are provided with the inner spline, so that the space utilization rate is improved, the shafting arrangement is convenient, the compactness of the mixing box is improved, and the size of the whole box is reduced.
Description
Technical Field
The utility model relates to the technical field of clutches, in particular to a wet clutch of a longitudinally-arranged hybrid gearbox.
Background
In order to respond to the call of national energy conservation and emission reduction, the automobile industry is focused on improving the fuel economy. Aiming at the common automatic gearbox and the hybrid power gearbox, the light-weight and multi-gear design can effectively improve the fuel economy. The gear change involves more clutch structural improvement, that is, in order to design more gears, the internal structure of the clutch needs to be utilized more effectively, and in order to achieve the purpose, the internal structure of the clutch needs to be simplified or the internal arrangement needs to be improved. Therefore, how to simplify the internal structure of the clutch or how to more reasonably arrange the internal structure of the clutch is a technical problem to be solved.
An integral self-backlash universal clutch as disclosed in publication No. CN214661611U includes a first power transmission plate and a second power transmission plate. The key technology is that a sliding sleeve and a sliding hub are arranged between a first power transmission disc and a second power transmission disc, the sliding sleeve is sleeved with the sliding hub, a retaining plate is arranged on the side face of the sliding sleeve, a driven friction plate and a driving friction plate are sequentially overlapped and sleeved between the sliding hub and the retaining plate, and an electromagnetic hub is arranged on the other side of the first power transmission disc. The utility model has the beneficial effects that: the power transmission part and the control part of the clutch assembly are arranged on the same shaft, so that the clutch assembly is simple and convenient to install, compact in structure and capable of achieving electromechanical integration. The control part is installed on the first power transmission disc by the annular electromagnetic hub, adjustment is not needed, clutch control is carried out through the electronic switch, the control part is electrified during separation, and the control part is powered off during combination, so that mechanical manual brake handle and gear lever gear shifting are replaced, the operation steps are simplified, and the driving difficulty is reduced.
However, the clutch mainly adopts a circuit control means, is difficult to apply in a wet clutch, and is not beneficial to the compactness of the whole structure because of the additionally added parts for achieving electric control; the overall design structure of the clutch is relatively bulkier in the axial direction; the function of each part of the clutch is single, so that the whole clutch needs more parts to realize the due function; in the structural design of the wet clutch, the sealing and utilization condition of oil liquid need to be considered.
Disclosure of Invention
In view of the shortcomings of the prior art, it is an object of the present utility model to provide a wet clutch for a longitudinally disposed hybrid transmission that addresses one or more of the problems described above.
In order to achieve the above purpose, the present utility model provides the following technical solutions:
a wet clutch of a longitudinally-arranged hybrid transmission is coaxially provided in the order from an input end to an output end
An internal spline is arranged at the center of the input shaft flange;
the friction plate bracket is provided with an external spline;
an inner spline is arranged at the center of the inner hub; and
the oil distribution disc is provided with a high-pressure oil duct and a low-pressure oil duct;
the outer side of the oil distribution disc is provided with a pair piece bracket, the pair piece bracket is provided with an internal spline, and the pair piece bracket is connected with the internal hub;
the dual-plate bracket and the friction plate bracket are in butt joint to form a semi-closed clutch cavity, and a friction plate group is arranged through a spline;
a cavity is formed between the dual-sheet support and the friction plate support, and a piston is arranged in the cavity;
the high-pressure oil duct and the low-pressure oil duct are communicated with the cavity, and the piston is matched with the friction plate group under the action of oil to realize a clutch function.
Further, the cross section of the end part of the dual-piece bracket is of a C-shaped structure.
Further, the end part of the piston extends towards the output end and the input end along the axial direction, the extending section of the piston close to the output end is provided with a hook cap ring arranged along the radial direction, and the hook end of the hook cap ring points to the friction plate group.
Further, the friction plate group comprises
The friction plates are arranged in the key grooves of the friction plate brackets and can axially move relative to the friction plate brackets;
the pair pieces are arranged in the key grooves of the pair piece brackets and can axially move relative to the pair piece brackets;
the dual end piece is arranged at one end of the clutch cavity, which is far away from the piston, and can axially move relative to the dual piece bracket; and
the elastic retainer ring for the hole is embedded between the cavity wall of the clutch cavity and the pair of end plates;
the dual plates and the friction plates are arranged at staggered intervals;
a gap exists between the friction plate group and the piston;
the piston may compress adjacent ones of the pair of plates and the friction plate.
Further, a balance plate is arranged on the outer side of the inner hub and is positioned between the piston and the friction plate bracket;
a disc spring is arranged between the piston and the balance plate and is abutted against the piston and the balance plate.
Further, an elastic check ring for a shaft is arranged on the outer side of the inner hub, and the balance plate is respectively abutted against the elastic check ring for the shaft, the piston and the disc spring.
Further, a balance cavity is formed between the balance plate and the piston,
and a piston cavity is formed between the piston and the pair of lug supports.
Further, the inner hub is provided with a plurality of high-pressure oil holes and a plurality of low-pressure oil holes along the radial direction, the balance plate is provided with a plurality of L-shaped oil channels along the radial direction, and the inner side of the friction plate bracket is provided with a plurality of long holes along the circumferential direction;
the high-pressure oil duct is communicated with the piston cavity through the high-pressure oil hole;
the low-pressure oil duct is communicated with the balance cavity through the low-pressure oil hole and the L-shaped oil duct;
the balance cavity is communicated with the clutch cavity through the long hole.
Further, at least three grooves are formed in the outer wall of the oil distribution disc, and sealing rings are arranged between the three grooves and the inner hub;
the inner side end of the piston is provided with a groove, and an O-shaped ring is arranged between the groove and the inner hub;
the end face of the dual-piece bracket, which is close to the piston extension section, is provided with a groove, and an O-shaped ring is arranged between the groove and the piston;
the outer side face of the balance plate is provided with a groove, and an O-shaped ring is arranged between the groove and the piston.
Further, the inner side surface of the friction plate support, which is close to the output end, is provided with a flange, and the flange abuts against the inner wall of the friction plate support.
In summary, the utility model has the following beneficial effects:
the piston cavity and the balance cavity are designed on the inner side of the friction plate group, and the oil distribution disc is arranged on the inner side of the inner hub, so that the axial size of the whole clutch is greatly reduced; the high-low pressure oil way is integrated on the oil distribution disc, and the balance cavity oil way and the clutch lubricating oil way are designed into one oil way, so that the oil way design is simplified; the flange is designed on the friction plate support, so that lubricating oil is prevented from remaining from the output end of the friction plate support, and the lubricating efficiency is improved; and the centers of the inner hub and the input shaft flange are provided with the inner spline, so that the space utilization rate is improved, the shafting arrangement is convenient, the compactness of the mixing box is improved, and the size of the whole box is reduced.
Drawings
FIG. 1 is a front view of the present utility model;
FIG. 2 is a right side view of the present utility model;
FIG. 3 is a rotational cross-sectional view at A-A in FIG. 2;
FIG. 4 is a left side view of the present utility model;
FIG. 5 is a rear view of the present utility model;
FIG. 6 is a schematic perspective view of an output end of the present utility model;
fig. 7 is a schematic perspective view of an input end in the present utility model.
In the figure:
10. an input shaft flange; 20. a friction plate bracket; 21. a friction plate; 22. circlips for holes; 23. a long hole; 24. a flange; 30. an inner hub; 31. circlips for shafts; 32. a high-pressure oil hole; 33. a low-pressure oil hole; 40. an oil distribution tray; 41. a high-pressure oil passage; 42. a low pressure oil passage; 50. a dual piece bracket; 51. a pair of plates; 52. dual end pieces; 60. a piston; 61. a piston chamber; 70. a balance plate; 71. a balancing cavity; 72. an L-shaped oil passage; 80. a disc spring; 90. a seal ring; 91. an O-ring.
Detailed Description
Examples:
the utility model is described in further detail below with reference to fig. 1-7.
The wet clutch of the longitudinally-arranged hybrid gearbox takes the view angle of fig. 1 as the reference, and the left side is an input end and the right side is an output end. The axial direction refers to the direction in which the shaft member rotates the central shaft, i.e., the direction common to the central shaft; radial refers to the direction of the shaft passing through the axis in a radial plane, i.e., the direction of spreading from the center to the outside; the circumferential direction refers to the circumferential direction of the shaft, i.e. the annular direction in which the outer side faces revolve.
As shown in fig. 1 to 7, the wet clutch of the longitudinally-arranged hybrid transmission is provided with an input shaft flange 10, a friction plate bracket 20, an inner hub 30 and an oil distribution disc 40 in this order from the input end to the output end, i.e., from left to right, and the four are coaxially arranged.
The input shaft flange plate 10 and the friction plate bracket 20 are provided with corresponding notches at corresponding positions along the axial direction, and are connected and fastened together through bolts. The center of the input shaft flange 10 is provided with an internal spline to realize power input of the clutch, so that the input shaft flange 10 is a main input end part of the clutch.
The friction plate support 20 is of a concave structure, and the outer side surface of the end part is provided with a key groove, namely the outer side surface of the end part of the friction plate 21 is provided with an external spline. A plurality of long holes 23 are formed in the inner side wall of the friction plate bracket 20 along the circumferential direction, and the long holes 23 are annularly distributed along the neutral shaft of the friction plate bracket 20. The inner side of the notch of the friction plate bracket 20 is provided with a fixed flange 24.
The inner hub 30 is provided with an internal spline at the center thereof to achieve power output of the clutch, so that the inner hub 30 is a main output end part of the clutch. The inner hub 30 is of concave configuration. The inner hub 30 is provided with a plurality of independently arranged high pressure oil holes 32 and low pressure oil holes 33 in a radial direction, and the high pressure oil holes 32 and the low pressure oil holes 33 are annularly distributed along a central axis of the inner hub 30.
Corresponding slotted holes are formed in corresponding positions of the oil distribution disc 40 and the inner hub 30 along the radial direction, and the oil distribution disc and the inner hub are in butt joint installation through bolts. The output end of the oil distribution disc 40, i.e. the right side of the oil distribution disc 40, is provided with a plurality of high-pressure oil channels 41 and low-pressure oil channels 42 which are independently arranged along the axial direction, and the two oil channels are distributed annularly along the central axis of the oil distribution disc 40. The output end of the oil distribution disc 40, i.e. the right side of the oil distribution disc 40, is provided with a plurality of slotted holes along the axial direction, and bolts for connecting the mixing box shell are correspondingly arranged in the slotted holes. Three different grooves are provided on the outer side of the oil distribution plate 40.
The outer side of the oil distribution disc 40 is provided with a dual-piece bracket 50. The cross section of the dual-plate bracket 50 is in a toppling L-shaped structure, and the bolt position, which is close to the oil distribution disc 40 and is in butt joint with the mixing box shell, is concave towards the left input end, so that the overall axial structure of the clutch is more compact. The cross section of the end of the dual-plate bracket 50 is in a C-shaped structure, namely, the end of the input end of the dual-plate bracket 50 is provided with an end cap, so that a semi-closed clutch cavity can be formed at the end position after the dual-plate bracket 50 and the friction plate bracket 20 are in butt joint. The inner side of the C-shaped end of the dual-piece bracket 50 is provided with an internal spline. The outer side of the output end of the inner hub 30, i.e., the outer side of the right end of the inner hub 30, is welded to the pair of tab holders 50 as a unit.
The clutch cavity formed by the dual-plate bracket 50 and the friction plate bracket 20 is internally provided with a friction plate group. The friction plate group is installed and arranged through a spline between the friction plate group and the friction plate group.
The friction plate group includes a plurality of friction plates 21, a plurality of pair plates 51, a pair end plate 52, and a circlip 22 for hole. The inner edge of the friction plate 21 is provided with an internal spline, the friction plate 21 is connected with the friction plate bracket 20 through spline fit, the friction plate 21 and the friction plate bracket 20 synchronously rotate, and the friction plate 21 can axially move relative to the friction plate bracket 20. The outer edge of the dual piece 51 is provided with an external spline, the dual piece 51 is connected with the dual piece bracket 50 through spline fit, and the dual piece bracket synchronously rotate. The leftmost end of the pair piece 51 is provided with a pair end piece 52, the outer edge of the pair end piece 52 is provided with an external spline, the pair end piece 52 and the pair piece 51 are connected through spline fit, and the pair end piece 52 and the pair piece 51 synchronously rotate. The pair end piece 52 is a special pair piece 51 which is increased in thickness compared to the pair piece 51. The pair end pieces 52 and the pair pieces 51 are each axially movable relative to the pair piece holder 50. Wherein, the dual plates 51 and the friction plates 21 are alternately arranged, and the dual end plates 52 are arranged at the leftmost ends of the friction plates 21 and the dual plates 51. A special elastic retainer ring 22 for holes is arranged at the clearance position between the dual end plate 52 and the inner cavity wall of the left end of the clutch cavity, and is abutted against the inner walls of the end caps of the dual end plate 52 and the dual plate bracket 50, so that the friction plate 21, the dual end plate 52 and the dual plate 51 play a role in axial limiting.
In addition, a chamber is formed between the pair of disc holders 50, the friction disc holder 20 and the inner hub 30, and a piston 60 is provided in the chamber. The piston 60 has a combined structure, the outer end part of the piston is of a toppling L-shaped structure, the inner end part of the piston is of a toppling T-shaped structure, a cross beam of the T-shaped structure is overlapped with the end edges of the L-shaped structure, namely, the outer end part extends and stretches axially along the left end and the right end, a hook cap ring is arranged on the right extending section along the radial direction, and the hook end of the hook cap ring stretching leftwards points to the friction plate group. A certain gap is left between the right-most pair of tabs 51 and the hook end of the piston 60. The friction plate 21 and the dual plate 51 have a gap in a normal state, and the piston 60 can compress the friction plate group under the action of oil, so that the adjacent dual plate 51 and the friction plate 21 are compressed and attached to realize the clutch function. The piston 60 is mounted with a clearance fit with the inner hub 30 and the dual piece carrier 50. The piston 60 is supported on the right side on the dual-tab bracket 50.
The left end outside of the inner hub 30 is provided with a groove in which a circlip 31 for a shaft is provided. A balance plate 70 is provided between the piston 60 and the friction plate holder 20, and the balance plate 70 is mounted on the outer side of the inner hub 30. The inner race of the balance plate 70 is in clearance fit with the inner hub 30 and the outer race of the balance plate 70 is in clearance fit with the beam end of the piston 60. A disc spring 80 is provided between the balance plate 70 and the piston 60. The disc spring 80 and the balance plate 70 are located in the cavity formed between the dual plate bracket 50, the friction plate bracket 20 and the inner hub 30. The balance plate 70 is supported on the left side on the circlip 31 for the shaft, and the balance plate 70 is supported on the right side on the inner ring of the disc spring 80. The final balance plate 70 simultaneously abuts against the circlip 31 for shaft, the piston 60, and the disc spring 80. The balance plate 70 is radially provided with a plurality of L-shaped oil passages 72, and the L-shaped oil passages 72 are annularly distributed along the central axis of the clutch. The outer ring of the disc spring 80 is supported at the left arc protrusion of the piston 60, and the inner ring of the disc spring 80 and the balance plate 70 are supported with each other. The final disc spring 80 abuts both the piston 60 and the balance plate 70. The disc spring 80 is supported by the piston 60 and the balance plate 70 at both sides thereof to form a certain pre-tightening force.
Wherein the chamber formed between the dual plate holder 50, the friction plate holder 20 and the inner hub 30 is divided into a piston chamber 61 and a balance chamber 71. Balance plate 70, piston 60 and inner hub 30 form balance chamber 71 therebetween; a piston chamber 61 is formed between the piston 60, the dual-piece carrier 50 and the inner hub 30.
The high-pressure oil passage 41 communicates with the piston chamber 61 through the high-pressure oil hole 32. The low-pressure oil passage 42 and the balance chamber 71 are communicated with each other through the low-pressure oil hole 33 and the L-shaped oil passage 72. The balance chamber 71 communicates with the clutch through the elongated hole 23.
Seal rings 90 are arranged in the three grooves of the oil distribution disc 40, and the seal rings 90 are abutted against the oil distribution disc 40 and the inner hub 30. The two sealing rings 90 at the rightmost side realize the sealing of the high-pressure oil channel 41, and the two sealing rings 90 at the leftmost side realize the sealing of the low-pressure oil channel 42. The intermediate seal 90 also serves to separate the high pressure conduit 41 from the low pressure conduit 42.
The inner end of the piston 60, i.e. the mating surface of the piston 60 and the inner hub 30, is provided with a recess. An O-ring 91 is arranged in the groove and is abutted against the groove of the piston 60 and the outer side surface of the inner hub 30; the outer side surface of the balance plate 70, i.e. the mating surface of the balance plate 70 and the piston 60, is provided with a groove. An O-ring 91 is provided in the groove which abuts against the grooves of the piston 60 and the balance plate 70. The O-rings 91 at these two locations cooperate with the ribs 24 abutting against the inner wall of the friction plate holder 20 so that the balance chamber 71 is in a relatively closed state.
The end surface of the dual-piece bracket 50, which is close to the extension section of the piston 60, namely the matching surface of the dual-piece bracket 50 and the piston 60 is provided with a groove, and an O-shaped ring 91 is arranged in the groove. The O-ring 91, the O-ring 91 between the piston 60 and the inner hub 30, seals the piston chamber 61.
The oil enters the low-pressure oil passage 42, enters the balance chamber 71 through the low-pressure oil hole 33, and fills the balance chamber 71 with the oil. The oil is filled in the balance cavity 71 and then enters the clutch cavity through the L-shaped oil duct 72 and the long hole 23 at the inner side of the friction plate bracket 20 under the rotation action of the clutch, so that the friction plate group is infiltrated, and the lubrication and cooling effects are realized.
The oil enters the high-pressure oil passage 41, enters the piston chamber 61 through the high-pressure oil hole 32, and fills the interior of the piston chamber 61 with oil. The oil liquid generates hydraulic pressure, the piston 60 is extruded, the pretightening force of the disc spring 80 is overcome, the piston 60 is pushed to move leftwards along the axial direction, the hook end of the piston 60 is tightly pressed against the friction plate group, so that after the friction plate 21 is tightly pressed against the dual plate 51, the friction plate is kept relatively static in the rotating process, and the clutch realizes power transmission.
After the oil liquid in the high-pressure oil channel 41 enters, the piston 60 is reset to the right along the axial direction under the pretightening force of the disc spring 80, the friction plate group is not subjected to axial thrust, the friction plate 21 and the dual plate 51 are not pressed and attached, the friction plate 21 and the dual plate 51 independently run, the friction plate and the dual plate keep relative rotation, and the clutch interrupts power transmission.
From the clutch perspective, the input shaft flange 10 and the friction plate bracket 20 can be considered as a whole to realize transmission of the input shaft section; the dual tab bracket 50 and portions of the inner hub 30 may be considered as one piece, enabling transmission of the output shaft section. The two sections have a clearance in a normal state, are independently operated, are in an idling state and are not linked. When power is required to be transmitted through the clutch, the two sections drive the piston 60 to press leftwards through oil, so that the friction plate 21 of the input shaft section and the dual plate 51 of the output shaft section are tightly pressed and attached, and the friction plate 21 and the dual plate 51 are linked, so that power is transmitted. At this time, the clutch transmits power from the input end, the transmitted power is further transmitted through linkage of the two sections, and finally the power is output to the components of the other sections from the output end. The clutch function is realized through the switching of the two states. In the linkage state, severe friction is generated between the friction plate 21 and the pair plate 51, so that oil is needed to be added for lubrication and cooling, thereby reducing the loss generated by friction between the friction plate 21 and the pair plate 51 and ensuring normal linkage.
The piston cavity 61 and the balance cavity 71 are designed below the friction plate group, so that the axial width of the clutch can be greatly reduced, the length of the longitudinally arranged mixing box is effectively reduced, and the weight and cost of the mixing box are reduced. The oil distribution disc 40 integrates high and low pressure oil ways, and the high and low pressure oil ways can be directly led into the clutch from the box body through the oil distribution disc 40, so that the oil way design is simplified, and the processing cost is reduced. The oil distribution disc 40 is arranged on the inner side of the inner hub 30, and the two parts are overlapped in the axial direction, so that the occupation of the axial space of the clutch can be reduced, and the axial size of the clutch can be further reduced. The balance cavity 71 oil duct and the clutch lubricating oil duct are combined through structural design, and the number is reduced by increasing the function of the oil duct, so that the processing cost is reduced. The flange 24 is designed on the friction plate support 20, and a small oil cavity is formed under the centrifugal force action of the friction plate support 20, so that lubricating oil can be effectively prevented from directly flowing away from the right end of the friction plate support 20, and the lubricating efficiency is improved. The clutch input and output are realized through the internal spline and are arranged at the hollow part of the clutch, so that the shafting arrangement is facilitated, the compactness of the mixing box is improved, and the size of the whole box is reduced.
It should be noted that, in the description of the present utility model, it should be understood that the terms "center", "axial", "radial", "front", "rear", "left", "right", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the scope of the present utility model.
The present embodiment is only for explanation of the present utility model and is not to be construed as limiting the present utility model, and modifications to the present embodiment, which may not creatively contribute to the present utility model as required by those skilled in the art after reading the present specification, are all protected by patent laws within the scope of claims of the present utility model.
Claims (9)
1. A wet clutch of a longitudinally-arranged hybrid gearbox, which is characterized in that: coaxially arranged in order from input to output
An input shaft flange (10) is provided with an internal spline at the center;
a friction plate bracket (20) provided with external splines;
an inner hub (30) with an inner spline at the center; and
an oil distribution disc (40) provided with a high-pressure oil passage (41) and a low-pressure oil passage (42);
a dual piece bracket (50) is arranged at the outer side of the oil distribution disc (40), an internal spline is arranged on the dual piece bracket (50), and the dual piece bracket (50) is connected with the internal hub (30);
the dual-plate bracket (50) and the friction plate bracket (20) are in butt joint to form a semi-closed clutch cavity, and a friction plate group is arranged through a spline;
a chamber is formed among the dual-plate bracket (50), the friction plate bracket (20) and the inner hub (30), and a piston (60) is arranged in the chamber;
the high-pressure oil duct (41) and the low-pressure oil duct (42) are communicated with the cavity, and the piston (60) is matched with the friction plate group under the action of oil to realize a clutch function;
a balance plate (70) is arranged on the outer side of the inner hub (30), and the balance plate (70) is positioned between the piston (60) and the friction plate bracket (20);
a balance cavity (71) is formed between the balance plate (70) and the piston (60),
a piston cavity (61) is formed between the piston (60) and the pair of tab holders (50).
2. The wet clutch of a longitudinally-disposed hybrid transmission according to claim 1, wherein: the section of the end part of the dual-piece bracket (50) is of a C-shaped structure.
3. The wet clutch of a longitudinally-disposed hybrid transmission according to claim 2, wherein: the end of the piston (60) stretches towards the output end and the input end along the axial direction, a hook cap ring which is arranged along the radial direction is arranged on the extension section of the piston (60) close to the output end, and the hook end of the hook cap ring points to the friction plate group.
4. A wet clutch for a longitudinally-mounted hybrid transmission according to claim 2 or 3, wherein: the friction plate group comprises
The friction plates (21) are arranged in key grooves of the friction plate brackets (20) and can axially move relative to the friction plate brackets (20);
a plurality of pairs of coupling tabs (51) disposed in keyways of the pair of coupling tab holders (50) and axially movable relative to the pair of coupling tab holders (50);
the dual end piece (52) is arranged at one end of the clutch cavity, which is far away from the piston (60), and can axially move relative to the dual piece bracket (50); and
a circlip (22) for hole, which is embedded between the cavity wall of the clutch cavity and the pair of end plates (52);
the dual plates (51) and the friction plates (21) are arranged at staggered intervals;
a gap exists between the friction plate group and the piston (60);
the piston (60) can press the adjacent pair of plates (51) and the friction plate (21).
5. A wet clutch for a longitudinally disposed hybrid transmission as set forth in claim 3 wherein:
a disc spring (80) is arranged between the piston (60) and the balance plate (70), and the disc spring (80) is abutted against the piston (60) and the balance plate (70).
6. The wet clutch of a longitudinally-mounted hybrid transmission according to claim 5, wherein: and the outer side of the inner hub (30) is provided with an axle circlip (31), and the balance plate (70) is respectively abutted against the axle circlip (31), the piston (60) and the disc spring (80).
7. The wet clutch of a longitudinally-disposed hybrid transmission according to claim 6, wherein: the inner hub (30) is provided with a plurality of high-pressure oil holes (32) and a plurality of low-pressure oil holes (33) along the radial direction, the balance plate (70) is provided with a plurality of L-shaped oil channels (72) along the radial direction, and the inner side of the friction plate bracket (20) is provided with a plurality of long holes (23) along the circumferential direction;
the high-pressure oil passage (41) is communicated with the piston cavity (61) through the high-pressure oil hole (32);
the low-pressure oil duct (42) is communicated with the balance cavity (71) through the low-pressure oil hole (33) and the L-shaped oil duct (72);
the balance cavity (71) is communicated with the clutch cavity through the long hole (23).
8. The wet clutch of a longitudinally-mounted hybrid transmission according to claim 5, wherein: at least three grooves are formed in the outer wall of the oil distribution disc (40), and sealing rings (90) are arranged between the three grooves and the inner hub (30);
a groove is formed in the inner side end of the piston (60), and an O-shaped ring (91) is arranged between the groove and the inner hub (30);
the end face of the dual-piece bracket (50) close to the extending section of the piston (60) is provided with a groove, and an O-shaped ring (91) is arranged between the groove and the piston (60);
a groove is formed in the outer side face of the balance plate (70), and an O-shaped ring (91) is arranged between the groove and the piston (60).
9. A wet clutch for a longitudinally-mounted hybrid transmission according to claim 2 or 3, wherein: the friction plate support (20) is provided with a flange (24) close to the inner side face of the output end, and the flange (24) is abutted against the inner wall of the friction plate support (20).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210103505.5A CN114233768B (en) | 2022-01-27 | 2022-01-27 | Wet clutch of longitudinally-arranged hybrid gearbox |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210103505.5A CN114233768B (en) | 2022-01-27 | 2022-01-27 | Wet clutch of longitudinally-arranged hybrid gearbox |
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| Publication Number | Publication Date |
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| CN114233768A CN114233768A (en) | 2022-03-25 |
| CN114233768B true CN114233768B (en) | 2024-04-05 |
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| CN202210103505.5A Active CN114233768B (en) | 2022-01-27 | 2022-01-27 | Wet clutch of longitudinally-arranged hybrid gearbox |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109357000A (en) * | 2018-12-18 | 2019-02-19 | 科力远混合动力技术有限公司 | Deep hybrid power gearbox shifting mechanism |
| CN110030293A (en) * | 2019-05-15 | 2019-07-19 | 吉林大学 | A kind of power shifting wet clutch |
| CN209146173U (en) * | 2018-11-12 | 2019-07-23 | 科力远混合动力技术有限公司 | Hybrid power gearbox wet clutch |
| CN110701208A (en) * | 2019-09-25 | 2020-01-17 | 西安法士特汽车传动有限公司 | Single clutch integrated configuration |
-
2022
- 2022-01-27 CN CN202210103505.5A patent/CN114233768B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN209146173U (en) * | 2018-11-12 | 2019-07-23 | 科力远混合动力技术有限公司 | Hybrid power gearbox wet clutch |
| CN109357000A (en) * | 2018-12-18 | 2019-02-19 | 科力远混合动力技术有限公司 | Deep hybrid power gearbox shifting mechanism |
| CN110030293A (en) * | 2019-05-15 | 2019-07-19 | 吉林大学 | A kind of power shifting wet clutch |
| CN110701208A (en) * | 2019-09-25 | 2020-01-17 | 西安法士特汽车传动有限公司 | Single clutch integrated configuration |
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| Publication number | Publication date |
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| CN114233768A (en) | 2022-03-25 |
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