Axially stable gear assembly

Abstract

A gear assembly (8) for mounting on a shaft (12) is described. The gear assembly (8) includes a gear (80) configured to be rotatably supported relative to the shaft (12) and a multi-plate wet clutch (10). The wet clutch (10) includes a front portion (34), a rear portion (42), a clutch basket attached to the gear (80), and a clutch plate pack (20) connecting the clutch hub (16) and the clutch basket (18) and located between the front portion (34) and the rear portion (42). The clutch plate pack (20) has a non-engaged state in which the clutch hub (16) and the clutch basket (18) are unlocked and an engaged state in which the clutch hub (16) and the clutch basket (18) are locked together, wherein the rear portion (42) is spaced apart from the gear (80) in the non-engaged state and the rear portion (42) is engaged with the gear (80) in the engaged state.

Description

Technical Field

[0001] The proposed technology generally relates to the field of wet clutches for road vehicles, and more specifically, to gear assemblies comprising wet clutches and gears subjected to axial loads in high-performance applications. Background Technology

[0002] In some applications, single-plate clutches are too large and require more compact clutches to transmit the required torque. This can be achieved with multi-plate clutches, which allow for a smaller diameter while maintaining total friction. Multi-plate clutches are a well-established technology. In road vehicles, multi-plate clutches are commonly found in motorcycles and high-performance cars. Multi-plate clutches have several driving components interleaved with several driven components, typically concentrated in a set of clutch plates. There is a need to further reduce the size of the clutch, or at least maintain the existing size while improving efficiency.

[0003] In a dry clutch, the friction elements, or the driving and driven components, are not affected by the cooling lubricant; instead, they engage through mechanical friction. In a wet clutch, the friction elements are typically immersed in both cooling and lubricant to achieve smoother performance and a longer lifespan.

[0004] In some applications, the viscous resistance in the clutch plate assembly during prolonged periods of disengagement in a wet clutch can lead to efficiency losses. These wet clutches are typically designed to disengage when not activated and engage when actively activated. Therefore, a multi-plate wet clutch is needed that reduces viscous resistance during clutch disengagement.

[0005] The clutch basket of a multi-plate wet clutch can be attached to a gear centered on the same shaft. The gear, and the clutch basket, are rotatably supported relative to the shaft, for example, by rolling element bearings. When the wet clutch engages and transmits torque to the gear, the gear may be subjected to or generate axial loads along the direction of the wet clutch, which can cause strain on the bearings and result in axial displacement of the gear. Summary of the Invention

[0006] The proposed technology aims to improve efficiency and reduce the overall size of multi-plate wet clutches. Another objective is to improve the axial stability of gear assemblies that include wet clutches and gears.

[0007] In a first aspect of the proposed technology, a gear assembly for mounting on a shaft is provided. The gear assembly includes: a gear or clutch gear configured to be rotatably supported relative to the shaft and a multi-plate wet clutch. The wet clutch includes: a clutch hub configured to be mounted on the shaft; a front portion or collar configured to be fixed relative to or mounted on the shaft; a rear portion or radially extending flange configured to be fixed relative to or mounted on the shaft; a clutch basket attached to or mounted on the gear; and a clutch plate assembly operatively connecting the clutch hub and the clutch basket, wherein the clutch plate assembly is located between the front portion and the rear portion. The wet clutch further includes: an actuator supported by the front portion, and the actuator configured to engage the clutch plate assembly and press the clutch plate assembly against the rear portion. The clutch plate assembly has: a non-engaged state in which the clutch hub and the clutch basket are unlocked, and an engaged state in which the clutch hub and the clutch basket are locked together. Additionally, the rear portion is spaced apart from the gear in the non-engaged state, and the rear portion engages or contacts the gear in the engaged state, or the gear assembly is configured such that the rear portion engages or contacts the gear in the engaged state.

[0008] In a second aspect of the proposed technology, a shaft assembly is provided, comprising: a shaft; and a gear assembly mounted on the shaft according to a first aspect of the proposed technology.

[0009] The gear assembly and shaft assembly can be used in the transmission of road vehicles. In a third aspect of the proposed technology, a transmission is provided that includes a shaft assembly according to the second aspect of the proposed technology.

[0010] It should be understood that the wet clutch is configured to be mounted on a shaft. The clutch basket is attached to a gear, and the gear is rotatably supported relative to the shaft, meaning the clutch basket is also rotatably supported relative to the shaft. It should be understood that the clutch basket is rotationally fixed relative to the gear. It should also be understood that when the clutch hub and clutch basket are unlocked in the disengaged state, they are capable of rotating at different speeds, and when they are locked together in the engaged state, they rotate at the same speed. It should be understood that the gear and rear extend radially relative to the shaft, and the shaft may define an axis of rotation.

[0011] The rear portion may be positioned, or at least partially positioned, between the clutch plate assembly and the gear. The rear portion being spaced apart from the gear in the disengaged state is understood to include the rear portion and the gear being separated and forming a gap between them. The gap may be less than 1 mm, less than 0.5 mm, or less than 0.1 mm. The rear portion engaging with the gear in the engaged state is understood to include the rear portion and the gear contacting or pressing against each other.

[0012] The gear assembly, along with the gears and wet clutch, can form a through hole for receiving the shaft. In the shaft assembly, the shaft can pass through the entire gear assembly. This means the shaft passes through the wet clutch and gears, and additionally through the clutch hub, front, rear, clutch basket, and clutch plate assembly. The front can be mounted alongside or attached to the clutch hub. Similarly, the rear can be mounted alongside or attached to the clutch hub. The clutch hub and clutch basket can be concentric with respect to the shaft. Similarly, the front, rear, actuator, and gear can be concentric with respect to the shaft.

[0013] The effect of the rear section and the gear engaging with each other is to prevent the gear from moving axially along the shaft towards the front. In the engaged state, the clutch basket is stabilized and supported in one direction along the shaft. This reduces the axial load on any bearings supporting the clutch basket along the shaft, which is especially important under high axial loads and high speeds.

[0014] The gear can be a single, integral structure. Alternatively, it can be a composite structure composed of multiple parts. The rear section can also be a single, integral structure. Both the integral gear and the integral rear section can be made of steel.

[0015] When transitioning from a disengaged to an engaged state, the rear clutch plate and gear can engage with each other after reaching the engaged state. When exiting a disengaged state, the clutch plate can reach the engaged state under a first force generated by the actuator, and the rear clutch plate and gear can engage with each other under a second force generated by the actuator that is greater than the first force. It should be understood that as the force provided by the actuator increases, the state of the clutch plate assembly changes from disengaged to engaged.

[0016] When transitioning from the engaged state to the disengaged state, the rear clutch plate and gear may disengage before reaching the disengaged state. Upon disengagement, the clutch plate can reach the disengaged state under a third force generated by the actuator, and the rear clutch plate and gear can disengage under a fourth force generated by the actuator, greater than the third force. It should be understood that the clutch plate assembly changes from engaged to disengaged as the force provided by the actuator decreases.

[0017] The rear portion can be configured to elastically deform and engage the gear when the clutch plate assembly is engaged. It should be understood that this deformation is caused by the actuator pressing the clutch plate assembly against the rear portion. The deformation of the rear portion can include rear bending or a portion of the rear portion moving towards the gear. For example, it could be a radially outer portion of the rear portion moving towards the gear.

[0018] In the engaged state, when meshing with a mating gear, the gear can generate or bear an axial load or axial thrust along the shaft. This can be, for example, when transmitting torque to the mating gear. The gear can be a helical gear, which can provide the corresponding axial load. The direction of the axial load typically depends on the rotation direction of the helical gear.

[0019] Axial loads can push the gear in a rearward or rearward direction, thereby causing the rearward part to engage (or contact) the gear, or the load can push the gear into contact or engagement with the rearward part. It should be understood that the direction of the torque transmitted to the mating gear results in an axial load towards the rearward part. The rearward part is fixed relative to the shaft, which prevents any further axial movement and reduces the axial load on any bearings supporting the gear.

[0020] The rear portion may have or form a first contact area or a first contact surface facing the gear, and the gear may have or form a second contact area or a second contact surface facing the first contact area, wherein in the engaged state, the first contact area engages the second contact area.

[0021] The first and second contact areas can be separated in the non-engaged state. They can also form or define a gap between the rear and the gear in the non-engaged state. In the engaged state, the first contact area can be flush, mating, or cooperative with the second contact area. In the non-engaged state, the first contact area can also be aligned with the second contact area, with a gap between the two areas. It should be understood that the contact areas can have a high aspect ratio. For example, each of the first and second contact areas can be an annular disk with a narrow width, that is, having circular, concentric inner and outer edges separated by a certain width, which is less than 10% of the inner edge radius, such as less than 5% or less than 1%.

[0022] The first and second contact areas can have planar geometry perpendicular to the axis or axis of rotation. They can be concentric with respect to the axis.

[0023] Additionally or alternatively, the first contact area may define a convex contact, and the second contact area may define a mating concave contact. The first and second contact areas may have a truncated conical geometry that is concentric with or rotationally symmetrical about the axis or axis of rotation. This may be a supplement to the planar geometry described above. The wider end of the truncated conical geometry may be in the direction of or facing forward, while the narrower end may be in a direction away from or opposite to the front. Additionally or alternatively, the first and second contact areas may have a curved or smoothly curved concentric geometry. The geometry may be rotationally symmetrical about the axis or axis of rotation.

[0024] The first contact area and the second contact area can each have a smooth first contact surface and a smooth second contact surface, respectively. This reduces friction between the rear and the gear.

[0025] The rear portion may include a plate-like section or structure extending radially relative to the clutch hub or shaft. The plate-like section may be flanged or disc-shaped. It may be concentric with respect to the shaft. The actuator can press the clutch plate assembly against the plate-like section in the engaged state, and the rear plate-like section can engage the gear in the engaged state. The first contact area may be located on the plate-like section. The plate-like section or the entire pressure plate may have a planar geometry.

[0026] The rear portion may have one or more axial through holes or openings. Additionally or alternatively, it may have one or more cuts. These cuts may be located at the radially outer edge of the rear portion. The holes or cuts may be located on the plate-like portion of the rear portion. This allows the rear portion to have greater flexibility in the axial direction and greater deformation under specific forces generated by the actuator.

[0027] The clutch basket may include or consist of a cylindrical portion attached to the gear. Optionally, the clutch basket may include, or consist of, a radial portion and a cylindrical portion, wherein the radial portion is located at or attached to the gear. The rear portion and the cylindrical portion can be disengaged in the engaged state. This means that the clutch basket will not wear during operation. It should be understood that the radial portion extends radially relative to the shaft. The cylindrical portion may be connected to the radial portion and extend from the radial portion in a forward direction. It should be understood that the radial portion and the cylindrical portion are concentric with respect to the shaft.

[0028] A clutch plate assembly may include multiple inner plates attached to or connected to a clutch hub and multiple outer plates attached to or connected to a clutch basket. It should be understood that a clutch plate assembly is a multi-plate clutch plate assembly in which inner and outer plates are stacked together to form the clutch plate assembly. For example, the inner plates may be the driving plates, and the outer plates may be the driven plates.

[0029] The outer plate can be attached to or connected to the cylindrical portion of the clutch basket. It should be understood that the plate is slidably attached to allow axial movement of position. In this way, the inner and outer plates can be separated in the disengaged state and pressed together in the engaged state.

[0030] The rear portion may have an outer edge. The first contact area of ​​the rear portion may be radially separated from the outer edge. The radial portion of the clutch basket may have an inner edge closer to the shaft than the outer edge of the rear portion. This means that the outer edge of the rear portion may be at a first radius relative to the shaft, and the inner edge of the radial portion may be at a second radius relative to the shaft, smaller than the first radius.

[0031] The rear portion may include an inner part and an outer part, or may consist of an inner part and an outer part. The inner part may be rotationally symmetrical about an axis. Similarly, the outer part may be rotationally symmetrical about an axis. It should be understood that the inner part is closer to the axis than the outer part. It should also be understood that the inner and outer parts are connected or juxtaposed.

[0032] The rear portion may also have or form a support region facing the clutch plate assembly, wherein the clutch plate assembly presses against or engages the support region in the engaged state. It should be understood that the support region extends radially relative to the shaft. The entire support region may be located on the outer portion of the rear portion. Alternatively, the support region may be located partially on the outer portion of the rear portion and partially on the inner portion of the rear portion.

[0033] In an alternative, the outer portion can engage the gear in the engaged state. The first contact area can be located on or formed by the outer portion. Here, it should be understood that in the engaged state, the inner portion is separated from the radial portion of the gear or clutch basket, meaning that the inner portion does not engage with the gear.

[0034] In another alternative, the inner portion can engage the gear in the engaged state. The first contact area can be located on or formed by the inner portion. It should be understood that in the engaged state, the outer portion is separated from the radial portion of the gear or clutch basket. Therefore, the outer portion does not engage with the gear.

[0035] The clutch plate assembly can also have: a sliding state, where the clutch hub and clutch basket are partially locked together and capable of rotating at different speeds, wherein the clutch plate assembly changes from a disengaged state to an engaged state via a sliding state when compressed axially or along the shaft. In the sliding state, torque can be transmitted between the inner and outer plates through dynamic friction between the two types of plates. This means there is a sliding mechanical connection between the clutch hub and clutch basket. In the engaged state, torque is transmitted instead through static friction. This means there is a non-slipping mechanical connection between the clutch hub and clutch basket. In the disengaged state, no torque is mechanically transmitted between them. In this case, torque transmission caused solely by the fluid connection of the coolant is not considered mechanical torque transmission.

[0036] The gear assembly may further include a first rolling bearing or a first rolling element bearing that rotatably supports the gear relative to the shaft. Additionally, the gear assembly may also include a second rolling bearing or a second rolling element bearing that rotatably supports the gear relative to the shaft. The first and second rolling bearings may be arranged side-by-side.

[0037] The shaft may include an internal shaft conduit for lubricant. It should be understood that the lubricant may also function as a coolant. The gear assembly may also include a bearing conduit configured to be operably connected to the internal shaft conduit and to release lubricant at a first rolling bearing and / or a second rolling bearing. It may be configured to release lubricant between the first and second rolling bearings. In the shaft assembly, the bearing conduit is operably connected to the internal shaft conduit.

[0038] For example, the shaft can be hollow and formed into a cylindrical tube, the interior of which constitutes an internal shaft conduit. The tube can also have a hole, or form a cavity, through which lubricant can pass. The bearing conduit can have an inlet connected to the hole and an outlet from which lubricant is released. The outlet can be located between the first rolling bearing and the second rolling bearing.

[0039] It should be understood that the rolling bearings are concentric with respect to the shaft. The rolling bearings can be radial rolling bearings. More specifically, the rolling bearings can be angular contact ball bearings. They can be positioned in a back-to-back configuration. Radial rolling bearings can define the gear's axial rest position along the shaft. It should be understood that the rest position is the position where there is no axial load on the gear. The rolling bearings can allow axial movement of the gear or movement along the shaft, for example, in the rearward direction or toward the rear. The axial movement can be in an engaged state. Additionally or alternatively, the axial movement can be greater than the clearance between the rear and the gear in the disengaged state.

[0040] Each of the first and second rolling bearings may include an inner ring, an outer ring, and multiple rolling elements, such as balls. It should be understood that the rolling elements are located between the inner and outer rings. The outer ring may be attached or fixed to the gear. It may form part of the gear.

[0041] The inner ring may be attached to or fixed to the shaft. Alternatively, the gear assembly may also include a radial spacer configured to be fixed to or mounted on the shaft. In this alternative, the inner ring is attached to or fixed to the radial spacer. The aforementioned axial rest position can be defined by the relative rest positions of the inner and outer rings under no axial load or small axial load. The effect of the radial spacer is to increase the radius of the rolling bearing, which allows for a greater radial load on the gear assembly. Furthermore, it reduces the mass rotating relative to the shaft, resulting in a faster response when engaging a wet clutch.

[0042] The inner ring of the first rolling bearing may contact, be fixed relative to, or be preloaded by the wet clutch or its rear portion. Here, it can be understood that the inner ring of the first rolling bearing and the wet clutch are juxtaposed. The inner rings of the first and second rolling bearings may be separated by an axial spacer. The axial spacer may be fixed relative to or preload the inner ring of the second rolling bearing.

[0043] The bearing conduit may be formed at least partially by the inner rings of a first rolling bearing and a second rolling bearing. For example, the inner rings may be separated to allow lubricant to pass between them. Furthermore, the bearing conduit may be formed at least partially by radial spacers.

[0044] The gear may have a central through-hole or cavity with a rotationally symmetrical inner wall, through which, in the case of a shaft assembly, the shaft may pass in or through the central through-hole or cavity. The outer ring may conform to or be attached to the inner wall of the through-hole. The radial spacer may have an annular body. The body may be hollow or partially hollow. The radial spacer may be attached to or mounted on a clutch hub. The clutch hub may be configured to be mounted on a shaft and directly rigidly attached to the shaft. In this way, the radial spacer is configured to be rotationally fixed relative to the shaft.

[0045] The wet clutch may further include: a plurality of separate clutch conduits, each clutch conduit having a collar portion formed by a collar and a hub portion formed by a clutch hub. The collar portion has an inlet for receiving coolant, and the hub portion is coupled to the collar portion and has one or more outlets at the clutch plate assembly for releasing coolant. The wet clutch may further include: a plurality of valves, each valve being operatively connected to a single clutch conduit, the valves being configured to control coolant flow through the clutch conduit. Furthermore, an actuator may be configured to simultaneously engage the clutch plate assembly and operate the plurality of valves.

[0046] Multiple clutch conduits enable a compact structure for the wet clutch. Furthermore, the fact that the actuator engages the clutch plate assembly and operates multiple valves means that the actuator controls the operation (or engagement and disengagement) and cooling of the clutch plate assembly. This engagement capability also contributes to a more compact structure.

[0047] The front section can be annular and fixed relative to the shaft, and the actuator supported by the front section enables a more compact structure, for example, compared to a wet clutch with an actuator supported by a closed housing or outer casing. The proposed technology also allows for the supply of coolant where maximum effectiveness is achieved, i.e., inside the clutch plate assembly.

[0048] The actuator can be a single actuator. This means that only one actuator operates the clutch plate assembly and multiple valves. In fact, the availability of this functionality with a single actuator further contributes to the achievement of a more compact structure.

[0049] The clutch hub can be configured to be rigidly attached to the shaft directly, for example, via splines. The front part can be rigidly attached to the clutch hub, for example, via bolts. Alternatively, it can be rigidly attached directly to the shaft. In this way, the clutch hub and the front part can be rotatably and axially or longitudinally fixed relative to the shaft. When installing a wet clutch, the fact that the clutch hub and the front part are rotatable and axially fixed relative to the shaft means that they cannot rotate relative to the shaft and cannot move longitudinally relative to the shaft.

[0050] The gears, as well as the clutch basket, are rotatably supported relative to the shaft, meaning they can rotate relative to the shaft as long as the clutch plate assembly does not prevent them from rotating.

[0051] The clutch hub can be constructed as a single body made of a single material. Similarly, the front portion can be constructed as a single body made of a single material. The clutch hub can form a through-hole for the receiving shaft. Similarly, the front portion, rear portion, and gear can form through-holes for the receiving shaft.

[0052] Lubricants or coolants can be liquids. Lubricants can be oil-based.

[0053] The actuator can be configured to engage the clutch plate assembly when activated. This means that the wet clutch must be actively engaged or locked. When the actuator is deactivated, the clutch plate assembly, as well as the wet clutch, is disengaged or disengaged.

[0054] Multiple individual clutch conduits may include ten or more clutch conduits. The hub portion of each clutch conduit may be elongated and aligned with or parallel to the shaft. Each hub portion may have a cylindrical section, meaning that the section is shaped like a cylinder. It may have a circular cross-section. The cylindrical section may have an axis parallel to or parallel to the axis of the shaft. The cylindrical sections of all hub portions may have parallel cylindrical shafts. The features specified herein achieve a compact conduit arrangement, which in turn achieves a more compact wet clutch.

[0055] The front through-hole may have a circumferential inner wall portion facing the shaft, and the front portion forms a circumferential groove or channel in the inner wall portion for receiving coolant from the internal shaft conduit, wherein the inlet of the front portion of each clutch conduit is connected to the groove. For example, the internal shaft conduit may have an outlet, and when a wet clutch is installed, the circumferential groove may be located at the outlet and in fluid communication with the outlet. For example, if the shaft is a cylindrical tube whose interior forms the internal shaft conduit, the single outlet may be a hole or cavity in the tube. The shaft-facing inner wall portion may be configured to be flush with the shaft and prevent coolant leakage between the front portion and the shaft.

[0056] The front portion of the clutch guide can be evenly distributed around the shaft. Similarly, the hub portion of the clutch guide can be evenly distributed around the shaft. The distribution around the shaft is understood as an angular distribution relative to the axis of rotation of the shaft. For example, if there are 12 front portions, the centers of adjacent front portions are spaced 30 degrees apart relative to the axis of rotation of the shaft.

[0057] Multiple clutch conduits and grooves may form part of or constitute a conduit assembly configured to operatively connect a shaft conduit to an outlet and allow coolant flow therebetween. The conduit assembly then forms a manifold for distributing coolant. Each clutch conduit may be configured to operatively connect to an internal shaft conduit for receiving lubricant or coolant therefrom. In the shaft assembly, each clutch conduit is operatively connected to the internal shaft conduit.

[0058] Each clutch conduit or hub section may have multiple outlets axially distributed relative to the clutch hub. This means the outlets are axially distributed relative to the shaft. Alternatively, each clutch conduit or hub section may have a single, elongated outlet that extends axially relative to the clutch hub. This allows for axial distribution of the coolant, which in turn allows for a larger number of discs and a smaller diameter in the clutch plate assembly, thus contributing to a more efficient and compact wet clutch.

[0059] The clutch hub and clutch plate assembly can form a spline joint or be connected via a spline joint, wherein the spline joint includes multiple axially extending ridges and grooves in the clutch hub. One or more outlets of each clutch conduit can then be located at the bottom of a single groove. Alternatively, the spline joint can include multiple convex splines in the clutch hub, and one or more outlets of each clutch conduit can be located between two adjacent convex splines. The number of ridges or convex splines can be an integer multiple of the number of clutch conduits. For example, the number of clutch conduits can be fifteen, and the number of convex splines can be forty-five, equivalent to an integer multiple of 3. The multiple axially extending ridges and grooves can form convex splines that mate with concave splines formed by the clutch plate assembly.

[0060] The clutch disc assembly may be concentric with respect to the clutch hub and also with respect to the shaft. The clutch basket may be concentric with respect to the clutch disc assembly and also with respect to the clutch hub. The clutch disc assembly may have an annular shape and extend radially and axially with respect to the clutch hub and also with respect to the shaft.

[0061] The inner plate is axially movable relative to the clutch hub and is rotatably or angularly fixed relative to the clutch hub, while the outer plate is axially movable relative to the clutch basket and is rotatably or angularly fixed relative to the clutch basket. This means that the clutch hub forms the inner plate support, and the clutch basket forms the outer plate support.

[0062] The inner and outer plates can be alternately placed in the clutch plate assembly. In the non-engaged state, there is no mechanical friction between the inner and outer plates; in the sliding state, there is dynamic friction between the inner and outer plates; and in the engaged state, there is static friction between the inner and outer plates.

[0063] The actuator can be configured to axially compress the clutch plate assembly. When axially compressing the clutch plate assembly, it can change from a disengaged state (a) to a slipping state (b) and then to an engaged state (c).

[0064] When the clutch plate assembly is in its engaged state, multiple radially extending channels can be formed between or through the inner and outer plates for coolant access. These channels can be formed within the inner plate and define a square or rectangular grid pattern. The radially extending channels contribute to the effective cooling of the clutch plate assembly.

[0065] The clutch hub may have multiple convex splines, and each of the multiple inner plates may have multiple concave splines that mate with the multiple convex splines of the clutch hub. The clutch basket may have multiple concave splines, and each of the multiple outer plates may have multiple convex splines that mate with the multiple concave splines of the clutch basket.

[0066] The valve can: (i) prevent or restrict coolant flow when the clutch assembly is in its disengaged state, (ii) allow coolant flow when the clutch assembly is in its slipping state, and (iii) allow coolant flow when the clutch assembly is in its engaged state. When the clutch assembly is engaged, the coolant flow rate may be greater than when the clutch assembly is slipping. For example, the flow rate in the slipping state may be in the range of 70% to 100% or 90% to 100% of the flow rate in the engaged state.

[0067] The wet clutch may also include an annular pressure plate concentric with respect to the shaft and located between the actuator and the clutch plate assembly, and the pressure plate may be configured to engage the clutch plate assembly. The pressure plate may form part of each valve. It should be understood that the position of the pressure plate may be axially movable or movable along the shaft. The pressure plate may be planar or have a planar geometry. For each valve, a valve seat may be formed at the junction or connection between the hub portion and the valve-connected front portion of the clutch conduit. The valve seat may be a rigid seat integral with the front portion. This means that no elastomeric gasket provides a seal. The pressure plate may be disc-shaped and / or rotationally symmetrical with respect to the shaft. It may have a central bore, and the pressure plate may have or form multiple protrusions or lugs, each protrusion or lug extending radially inward in or relative to the central bore. Each protrusion of the pressure plate may constitute a valve member or valve disc of a single valve among multiple valves. When the wet clutch is in its disengaged state, the protrusion may contact or seal the valve seat of the valve. In its engaged state, the wet clutch can have a gap between the protrusion and the valve seat, allowing lubricant to flow through the protrusion and into the hub.

[0068] The pressure plate can be part of the actuator or integrated with it. In both the sliding and engaged states, the clutch plate assembly can be axially loaded by the pressure plate.

[0069] A wet clutch may also include multiple springs individually positioned in the hub portion of multiple clutch conduits, each spring engaging or biasing the pressure plate. This means that there is a spring in the hub portion of each clutch conduit. It is understood that the spring biases or pushes the pressure plate towards the actuator or front.

[0070] If the hub has a cylindrical portion, the springs can be located within that cylindrical portion. Each spring can engage a protrusion on the pressure plate. Protrusions form part of a valve, meaning the springs work together to close the valve. Each spring can be a compression coil spring and is oriented parallel to the axis for compression and extension.

[0071] When the clutch plate assembly or wet clutch is in its disengaged state, the pressure plate or protrusion blocks the front portion of the clutch guide. This prevents coolant from flowing through the clutch guide and reaching the clutch plate assembly.

[0072] The actuator may include: an annular recess formed from the front portion and concentric with the shaft; and an annular piston located in the recess and configured to move axially relative to the shaft.

[0073] The annular recess may face or open toward the clutch plate assembly or pressure plate. The annular piston may engage or contact the annular pressure plate. In both sliding and engaged states, the annular piston is axially loaded or presses against the pressure plate. Multiple springs may bias or push the pressure plate toward or against the annular piston.

[0074] The shaft may have an additional internal shaft conduit for hydraulic fluid, and the actuator may be configured to be operatively connected to the additional internal shaft conduit. More precisely, the annular recess may be configured, for example, to be connected to or in fluid communication with the additional internal shaft via a connecting conduit. Upon installation, this means that the actuator is activated by increasing the pressure of the hydraulic fluid, which causes the annular piston to move toward the clutch plate assembly or pressure plate and engage the wet clutch. In the shaft assembly, it should be understood that it is not the actuator that is operatively connected to the additional internal shaft conduit.

[0075] The rear section functions as a support or end plate, upon which the clutch plate assembly is pressed by the actuator. In both slip and engaged states, the clutch plate assembly is then axially loaded by the pressure plate and the rear section. The rear section can be concentric with respect to the shaft. It can have an annular shape. The rear section achieves a compact structure for a wet clutch.

[0076] The clutch basket can be cylindrical or annular. This means the clutch basket has a limited radial range and does not form end plates extending radially. The clutch basket includes or forms multiple holes to allow coolant to escape from the wet clutch in the radial direction. This means the wet clutch has no seals and coolant is not contained within it. Therefore, a coolant circulation system is not required within such a wet clutch, resulting in a more compact structure. Instead, coolant can be circulated through an external system. Furthermore, this makes the wet clutch unaffected by coolant when the wet clutch or clutch plate assembly is not engaged. Additionally or alternatively, a gap may exist between the clutch basket and the front, through which coolant can escape from the wet clutch.

[0077] The shaft may have an additional internal shaft conduit for hydraulic fluid, and an actuator may be configured to be operatively connected to the additional internal shaft conduit. In the shaft assembly, it is the actuator that is operatively connected to the additional internal shaft conduit.

[0078] The gear may have or form an axially extending flange concentric with the shaft, wherein the clutch basket and the flange overlap. The clutch basket may be attached to the flange. The clutch basket and the flange may have the same shape at the overlap. The outer side of the flange may coincide with the inner side of the clutch basket at the overlap.

[0079] It should be understood that the term "gear" does not include sprocket teeth or sprockets that are typically used to mesh with chains or belts. Attached Figure Description

[0080] A more complete understanding of the above and other features and advantages of the proposed technology will become apparent from the following detailed description of preferred embodiments of the proposed technology, taken in conjunction with the accompanying drawings, in which:

[0081] Figure 1 An embodiment of a shaft assembly is schematically shown, wherein a gear assembly is mounted on the shaft.

[0082] Figure 2 schematically shown Figure 1 The cross-section of the gear assembly shown indicates that the rotating support component is separate from the stationary component.

[0083] Figures 3a to 3b schematically shown Figure 1 The gear assembly shown provides axial support.

[0084] Figures 4a to 4b schematically shown Figure 1 Another axial support function of the gear assembly shown is...

[0085] Figures 5a to 5b The axial support function of an alternative embodiment of the gear assembly is schematically illustrated.

[0086] Figures 6a to 6b schematically shown Figures 5a to 5b Another axial support function of the alternative embodiment of the gear assembly shown is...

[0087] Figure 7a schematically shown Figure 1 A close-up of the connection between the clutch basket and the gear in the gear assembly.

[0088] Figures 7b to 7c A close-up of the connection between the clutch basket and the gear in an alternative embodiment is shown schematically.

[0089] Figure 8a schematically shown Figure 1 The rear of the gear assembly,

[0090] Figures 8b to 8c The rear portion in an alternative embodiment is shown schematically.

[0091] Figure 9 It shows Figure 1 The perspective cross-section of the gear assembly shown.

[0092] Figure 10 It shows Figure 9 The perspective cross-section of the rear end portion of the gear assembly shown, and

[0093] Figure 11 It shows Figure 9 The perspective cross-section of the component at the front end of the gear assembly shown. Detailed Implementation

[0094] Figure 1A shaft assembly 6 for a transmission used in a road vehicle is schematically shown. The shaft assembly 6 has a shaft 12 with an internal shaft conduit 14 designed to transport an oil-based mixture of coolant and lubricant. It also has a gear assembly 8 mounted on the shaft 12 and connected to the internal shaft conduit 14. The gear assembly 8 forms a through-hole 68 for receiving the shaft 12, through which the shaft 12 passes.

[0095] The gear assembly 8 has a gear 80 rotatably supported relative to the shaft 12. It also has a wet clutch 10, which is mounted on the shaft 12 and operatively connected to the internal shaft guide 14.

[0096] Gear 80 and wet clutch 10 are concentric with respect to shaft 12. Gear 80 has an axially extending flange 82, which is also concentric with shaft 12. Clutch basket 18 and flange 82 overlap at flange 82. The outer side of flange 82 coincides with the inner side of clutch basket 18 at the overlap, thereby attaching clutch basket 18 to flange 82 and extending it to gear 80, which allows for... Figure 7a and Figure 9 This can be seen from the text.

[0097] The wet clutch 10 is a multi-plate clutch, and a shaft 12 passes through the entire wet clutch 10. The wet clutch 10 has a clutch hub 16, which is mounted on the shaft 12 and radially fixed relative to the shaft 12 by splines 102. It also has a clutch basket 18 rotatably supported relative to the shaft 12 and a clutch plate assembly 20 connecting the clutch hub 16 and the clutch basket 18. The wet clutch 10 also has a front portion 34 that is bolted to and attached to the clutch hub 16. Thus, the front portion 34 is mounted on the shaft 12 and rotatably fixed relative to it.

[0098] The clutch hub 16 and clutch basket 18 are concentric with respect to shaft 12. The clutch hub 16 forms a through hole 62 and the front portion 34 forms another through hole 64, see Figure 9 This means that the clutch hub 10 forms a through hole 66 for the receiving shaft 12.

[0099] The gear assembly 8 has a radial spacer 84, which is rotatably fixed relative to the clutch hub 16 by bolts. Therefore, it is also rotatably fixed relative to the shaft 12. The gear assembly 8 also has a first rolling bearing 104 and a second rolling bearing 106 that rotatably support the gear 80 relative to the shaft 12. The rolling bearings 104 and 106 are radial rolling bearings, more precisely, angular contact ball bearings, positioned in a back-to-back configuration, for example... Figure 1 and Figure 9As shown. Each of the first rolling bearing 104 and the second rolling bearing 106 has an inner ring 108, an outer ring 110, and a plurality of rolling elements 112 in the form of spherical balls located between the inner ring 108 and the outer ring 110. The inner ring 108 is attached to a radial spacer 84, and the outer ring 110 is attached to a gear 80.

[0100] Gear 80 has a central through hole 146 with a rotationally symmetric inner wall 148, see, for example, [reference needed]. Figure 2 and Figure 10 The outer ring 110 is aligned with and attached to the inner wall 148. The radial spacer 84 has an annular, partially hollow body.

[0101] Rolling bearings 104 and 106 define the axial rest position of gear 80 relative to shaft 10. The rest position is the position of gear 80 when there is no load or torque transmission. Rolling bearings 104 and 10 allow for small axial movements, which become larger as they wear.

[0102] The inner ring 108 of each rolling bearing 104 and 106 is attached to a radial spacer 84, while the outer ring 110 is attached to a gear 80. The gear 80 has a central through-hole 146 with a cylindrical inner wall, and the outer ring 110 aligns with and engages with the inner wall of the through-hole 146.

[0103] A clamp (not shown) is positioned on the shaft 12 on either side of the gear assembly 8. The clamp axially fixes the wet clutch 10 and the radial spacer 84 relative to the shaft 12, and extends to fix the clutch hub 16, the clutch basket 18 and the front part 34.

[0104] The clutch hub 16 is made of a single piece of steel. Similarly, the front part 34 is made of a single piece of steel. This means that the two parts each constitute a single unit.

[0105] The wet clutch 10 has 15 individual clutch conduits 48. Each has a front portion 52 formed by a front portion 34 and a hub portion 50 formed by a clutch hub 16. The front portion 52 has an inlet 54 that receives a mixture of coolant and lubricant. The hub portion 50 is coupled to the front portion 52 and has three outlets at the clutch plate assembly 20 through which the mixture of coolant and lubricant is released. The outlets 24 are axially distributed relative to the clutch hub 16, meaning they are longitudinally distributed relative to the shaft 12.

[0106] Each clutch conduit 48 has an elongated hub portion 50 aligned with the shaft 12. Each hub portion 50 has a cylindrical portion 56 with a circular cross-section and an axis parallel to the axis 90 of the shaft 12, as shown. Figure 9 and Figure 10As shown. This means that all cylindrical portions 56 have parallel cylindrical axes.

[0107] The front portion 34 has a through-hole 64 for receiving the shaft 12, with a circumferential inner wall portion 72 facing the shaft 12. A circumferential groove 70 is formed in the inner wall portion 72 of the front portion 34, which receives a mixture of coolant and lubricant from the shaft conduit 14, and the inlet 54 of the front portion 52 of each clutch conduit 48 connects to the groove 70. The inner wall portion 72 facing the shaft 12 is flush with the outer surface of the shaft 12. Thus, the individual clutch conduits 48 form part of the conduit assembly 26 connecting the shaft conduit 14 to the outlet 24. The conduit assembly 26 allows for the distribution of a mixed coolant and lubricant flow from the shaft conduit 14 at the clutch plate assembly 20, thus functioning as a manifold.

[0108] The front portion 52 and hub portion 50 of the clutch conduit 48 are evenly distributed around the shaft 12. They are spaced 24 degrees apart from adjacent clutch conduits 48 relative to the axis of rotation 90 of the shaft 12.

[0109] The clutch hub 16 has a plurality of axially extending ridges 44 that form part of the spline engagement with the clutch plate assembly 20. The outlet 24 of each clutch conduit 48 is located between a pair of adjacent ridges 44, or more precisely, at the bottom of a single recess between adjacent ridges 44. There are forty-five ridges 44 and fifteen clutch conduits 48, meaning the number of ridges is three times the number of clutch conduits. The axially extending ridges 44 form convex splines 44 that mate with the concave splines 46 formed by the clutch plate assembly 20.

[0110] The clutch plate assembly 20 has three states. In the first state, or disengaged state, the clutch hub 16 and clutch basket 18 are unlocked and can rotate at different speeds. This also means that gear 80 can rotate freely relative to shaft 12. In the second state, or slippery state, the clutch hub 16 and clutch basket 18 are partially locked together but can rotate at different speeds. This means that some torque is delivered from shaft 12 to gear 80. In the third state, or engaged state, the clutch hub 16 and clutch basket 18 are locked together and rotate at the same speed. This means that all torque supplied to shaft 12 is delivered to gear 80.

[0111] The wet clutch 10 has 15 valves 28. Each valve 28 controls the flow of a mixture of coolant and lubricant through a single clutch conduit 48. The wet clutch 10 also has a single actuator 22 supported by a front portion 34 and an annular pressure plate 40 concentric with respect to the shaft 12. The pressure plate 40 is located between the actuator 22 and the clutch plate assembly 20, such that when the actuator 22 is activated, the pressure plate engages the clutch plate assembly 20. Furthermore, the pressure plate 40 forms part of each valve 28, meaning that it simultaneously engages the clutch plate assembly 20 and operates the valve 28.

[0112] When activated, the actuator axially compresses the clutch disc assembly 20, and as the clutch disc assembly 20 is axially compressed, the clutch disc assembly 20 changes from a non-engaged state to an engaged state via a slipping state.

[0113] The clutch disc assembly 20 is concentric with respect to the clutch hub 16 and the shaft 12. The clutch basket 18 is concentric with respect to the clutch disc assembly 20 and extends concentrically with respect to the clutch hub 16. The clutch disc assembly 20 has an annular shape and extends radially and axially with respect to the axis of the shaft 90.

[0114] The clutch plate assembly 20 has eight inner plates 30 attached to the clutch hub 16, forming an inner plate holder; and seven staggered outer plates 32 attached to the clutch basket 18, forming an outer plate holder. The inner plates 30 are axially movable relative to the clutch hub 16 and rotatably fixed relative to the clutch hub 16. Similarly, the outer plates 32 are axially movable relative to the clutch basket 18 and rotatably fixed relative to the clutch basket 18.

[0115] Inner plate 30 and outer plate 32 are alternately placed in clutch plate assembly 20. In the non-engaged state, there is no mechanical friction between the inner and outer plates; in the sliding state, there is dynamic friction between the inner plate 30 and outer plate 32; and in the engaged state, there is static friction between the inner plate 30 and outer plate 32.

[0116] The clutch plate assembly 20 has channels 92 with a square grid pattern on both sides of each inner plate 30. Even without radial orientation, the square grid on the disc 30 means that all the channels 92 extend radially relative to the shaft 12 to some extent, which allows the mixed coolant and lubricant to flow radially outward through the clutch plate assembly 20.

[0117] As described above, the clutch hub 16 has a plurality of external raised splines 44, and each inner plate 30 has the same number of concave splines 46 that mate with the raised splines 44. Similarly, the clutch basket 18 has concave splines 76, and each of the outer plates 32 has a raised spline 78 that mates with the concave splines 76.

[0118] Valve 28 is configured to prevent the flow of mixed coolant and lubricant through clutch conduit 48 when clutch assembly 20 is in its disengaged state. The valve also allows the flow of mixed coolant and lubricant when clutch assembly 20 is in its slipped and engaged states. In some embodiments, the flow rate of mixed coolant and lubricant when clutch assembly 20 is in its engaged state is ten times that when it is in its disengaged state, meaning there is flow even when valve 28 is closed.

[0119] At each connection between the front portion 34 and the front portion 52 of the clutch conduit 48, a valve seat 96 is formed. The valve seat 96 is a rigid seat integrated into the front portion 34.

[0120] The pressure plate 40 is a disc-shaped plane and is rotationally symmetrical with respect to the axis 90 of the shaft 12. It has a central through-hole 94 and forms a plurality of protrusions 60, more specifically, 15 protrusions 60, each extending radially inward within the central hole 94, as shown in Figure 4. Each protrusion 60 constitutes a valve member or valve disc of a single valve 28 and seals against one of the valve seats 96 when the wet clutch 10 is in its disengaged state. In its engaged state, the actuator 22 pushes the pressure plate 40, creating a gap between the protrusion 60 and the valve seat 96, thereby allowing a mixture of coolant and lubricant to flow through the protrusion 60 and into the hub portion 50, from which the mixture of coolant and lubricant is discharged via the outlet 24.

[0121] Compression coil springs 58 are located in the cylindrical portion 56 of each hub portion 50. Each spring 58 engages a single protrusion 60 of the pressure plate 40, and the spring 58 biases the pressure plate 40 relative to the clutch hub 16 and pushes the pressure plate against the actuator 22, thereby acting as a shut-off valve 28.

[0122] When the clutch plate assembly 20 or the wet clutch 10 is in its disengaged state, the valve closes, wherein the protrusion 60 blocks the front portion 52 of the clutch conduit 48. This prevents the mixed coolant and lubricant from flowing through the clutch conduit 48 and reaching the clutch plate assembly 20.

[0123] Actuator 22 has an annular recess 36 formed by the front portion 34 and concentric with the axis 90 of shaft 12, as shown in Figure P and Figure 11 As seen in the image, it also features an annular piston 38, which is positioned within a recess 36 and configured to move axially relative to the shaft 12. The piston 38 is sealed by a gasket 98 to prevent hydraulic fluid from leaking through the piston 38.

[0124] An annular piston 38 engages an annular pressure plate 40. In both the sliding and engaged states, piston 38 presses against and axially loads pressure plate 40. Multiple springs 58 provide a reaction force that pushes pressure plate 40 against annular piston 38. Through pressure plate 40, actuator 22 is configured to simultaneously engage clutch plate assembly 20 and operate multiple valves 28.

[0125] Shaft 12 has an additional internal shaft conduit 88 for hydraulic fluid, and an annular recess 36 is connected to the additional internal shaft conduit 88. Actuator 22 is activated by increasing the pressure of the hydraulic fluid, which causes an annular piston 38 to move toward clutch plate assembly 20 and engage wet clutch 10.

[0126] The wet clutch 10 also has a radially extending rear portion 42 mounted on and concentrically connected to the shaft 12. The rear portion 42 is juxtaposed with the clutch hub 16, and the clutch plate assembly 20 is positioned between the rear portion 42 and the front portion 34. The rear portion 42 is bolted to the clutch hub 16. When the actuator 22 engages the clutch plate assembly 20 in both the slip and engaged states of the wet clutch 10, the clutch plate assembly 20 is pressed against the rear portion 42.

[0127] The rear portion 42 is partially located between the clutch plate assembly 20 and the gear 80. The rear portion 42 and the gear 80 are spaced apart, and a gap 114 is formed between them in the non-engaged state, as shown... Figure 3a and Figure 4a As shown. The size of the gap 114 is exaggerated to show the function of the rear 42 and the gear 80. Figure 10 The perspective cross-sectional view shows a gap of approximately 0.1 mm 114. The rear 42 engages the gear 80 in the engaged state, as shown... Figure 3b and Figure 4b As shown. The contact between the rear part 42 and the gear 80 is as follows. Figure 3b The elastic deformation of the rear part 42 shown and as Figure 4b The illustrated combination is a combination of gear 80 moving axially toward the rear portion 42. In an alternative embodiment, contact may be caused by elastic deformation or movement.

[0128] The engagement of the rear portion 42 and the gear 80 with each other prevents the gear 80 and, additionally, the clutch basket 18 from moving further toward the front portion 34. This stabilizes and axially supports the gear 80 and the clutch basket 18 in the direction toward the front portion 34. This reduces the axial load on the first rolling bearing 104 and the second rolling bearing 106 in the direction of the rear portion 42.

[0129] Gear 80 is a monolithic structure formed from a single piece of steel. Similarly, rear part 42 is a monolithic structure made of steel that can elastically deform under the load of actuator 22.

[0130] When transitioning from the disengaged state to the engaged state, the rear part 42 and the gear 80 engage with each other, as shown below. Figure 3b and Figure 4b As shown. The clutch basket 18 reaches the engaged state before the rear part 42 contacts the gear 80. Engagement is achieved under a first force generated by the actuator 22, and contact is achieved under a larger second force generated by the actuator. Conversely, when the clutch basket 18 is engaged, the rear part 42 and the gear 80 disengage before the clutch basket 18 reaches the disengaged state.

[0131] like Figure 3bAs shown, when the clutch disc assembly 20 is engaged, the rear portion 42 deforms and engages the gear 80. The clutch disc assembly 20 presses against the rear portion 42, which causes the rear portion 42 to bend radially outward and contact the gear 80.

[0132] Gear 80 is a helical gear that generates an axial load along shaft 12 when meshing with a mating gear (not shown). The teeth of gear 80 are oriented such that gear 80 pushes rear portion 42 in the direction of the expected maximum torque. Thus, gear assembly 8 is configured such that gear 80 engages rear portion 42, as... Figure 4b As schematically shown. The rear portion 42 is fixed relative to the shaft 12 by the clutch hub 16, which prevents any further axial movement of the gear 80.

[0133] The rear portion 42 forms a first contact area 116 facing the gear 80, and the gear 80 forms a second contact area 118 facing the first contact area 116. In the engaged state, the first contact area 116 engages with the second contact area 118, as shown below. Figure 3b As shown. In the non-engaged state, the first contact area 116 and the second contact area 118 are separated from each other by the gap 114 between the rear portion 42 and the gear 80. Both the first contact area 116 and the second contact area 118 are planar and perpendicular to the shaft 12, thus aligning with each other in both the non-engaged and engaged states.

[0134] Figure 7a The planar geometry of the first contact region 116 and the second contact region is shown. In an alternative embodiment, the first contact region 116 and the second contact region 118 have a truncated conical geometry concentric with axis 12, such as... Figure 7b As shown. The wide end of the truncated cone is in the direction of the front portion 34, and the narrow end of the truncated cone is in the opposite direction. In another alternative embodiment, the first contact region 116 and the second contact region 118 have a curved geometry concentric with the axis 12, as shown. Figure 7c As shown. In two alternative embodiments, the first contact area 116 defines a convex contact, and the second contact area 118 defines a mating concave contact.

[0135] The first contact area 116 has a smooth first contact surface 120, and the second contact area 118 has a smooth second contact surface 122.

[0136] The rear portion 42 has a plate-like portion 124 extending radially relative to the shaft 12 to form a flange with a planar geometry relative to the clutch hub 16. In the engaged state, the actuator 22 presses the clutch plate assembly 20 against the plate-like portion 124, and the plate-like portion 124 engages the gear 80. A first contact area 116 is located on the plate-like portion 124.

[0137] Figure 8a A front view of the rear portion 42 is shown. In an alternative embodiment, the rear portion 42 has a plurality of cutouts 126 in its radially outer edge, such as... Figure 8b As shown. In yet another alternative embodiment, the rear portion 42 has a plurality of axial through holes 128. The cutouts 128 and holes 128 provide greater flexibility for a given thickness of the plate-like portion 124.

[0138] The clutch basket 18 is cylindrical and is attached to the gear 80 via a flange 82, see, for example, [reference needed]. Figure 7a and Figure 9 This means that the clutch basket 18 is composed of a cylindrical portion 130. In the alternative embodiment shown in Figures 5 and 6, the clutch basket 18 is composed of a radial portion 132 and a cylindrical portion 130. The radial portion 132 is attached to the gear 80. The rear portion 42 and the cylindrical portion 132 are separated in the engaged state, as... Figure 5b and Figure 6b As shown. The cylindrical portion 130 is connected to the radial portion 132 and extends from the radial portion in the direction of the front portion 34. The outer plate 32 of the clutch plate assembly 20 is slidably attached to the cylindrical portion 130 of the clutch basket 18 to allow axial movement of position.

[0139] The rear portion 42 has an outer edge 134. In the alternative embodiments of Figures 5 and 6, the first contact area 116 of the rear portion 42 is radially separated from the outer edge 134. The radial portion 132 of the clutch basket 18 has an inner edge 136 of the shaft 12 closer to it than the outer edge 134 of the rear portion 42. The outer edge 134 is then at a first radius relative to the shaft, and the inner edge 136 is at a smaller second radius.

[0140] Apart from the clutch basket 18 and the rear portion 42, the alternative embodiments of Figures 5 and 6 have the same features as the embodiments of the main embodiment, such as regarding Figure 1 As described in Figure 4.

[0141] The rear portion 42 consists of an inner portion 138 and an outer portion 140 that are rotationally symmetrical with respect to the shaft 12. The rear portion 42 has a radially extending support region 142 facing the clutch plate assembly 20, and the clutch plate assembly 20 presses against the support region 142 in the engaged state. The support region 142 is partially located on the outer portion 140 and partially located on the inner portion 138.

[0142] In the embodiments of Figures 3 and 4, the outer portion 140 forms the first contact area 116, and the outer portion 138 engages the gear 80 in the engaged state. In the engaged state, the inner portion 138 separates from the gear 80.

[0143] In the alternative embodiments of Figures 5 and 6, in the engaged state, the inner portion 138 engages the gear 80, instead of the outer portion 140. The first contact area 116 is the inner portion 138 or is formed by the inner portion. In the engaged state, the outer portion 140 does not engage the gear 80.

[0144] The gear assembly 8 has a bearing conduit 144, which is formed by a radial spacer 84 and connected to the inner shaft conduit 14. The outlet of the bearing conduit 144 is located between the inner rings 108 of the first rolling bearing 104 and the second rolling bearing 106, thereby releasing the mixed coolant and lubricant in the shaft conduit 14 to lubricate bearings 104 and 106. This is particularly important for the first rolling bearing 104, which is juxtaposed with the rear plate 42 and isolated from the outside by the rear plate 42, the gear 80, and the second rolling bearing 106. Figure 1 In one embodiment, the clutch basket 18 has a cylindrical shape without any radial portion, such as Figure 1 , Figure 7a and Figure 9 As shown. It has several holes 74 through which the mixed coolant and lubricant can escape radially from the wet clutch 10. There is also a gap between the clutch basket 18 and the front part 34 through which the mixed coolant and lubricant can escape from the wet clutch 10.

[0145] List of reference numerals

[0146] 6-axis assembly

[0147] 8 Gear Assembly

[0148] 10. Wet clutch

[0149] 12-axis

[0150] 14 Internal shaft conduit for mixing coolant and lubricant

[0151] 16 Clutch Hub

[0152] 18. Clutch basket

[0153] 20 Clutch Plate Assembly

[0154] 22 Actuators

[0155] 24 Exports

[0156] 26. Catheter devices

[0157] 28 valves

[0158] 30 inner sheets

[0159] 32 outside films

[0160] 34 Front

[0161] 36 Annular grooves

[0162] 38. Ring piston

[0163] 40 pressure plate

[0164] 42 Rear

[0165] 44. Raised splines on the clutch hub

[0166] 46. ​​Concave spline on the inner sheet

[0167] 48 Clutch conduit

[0168] Hub section of 50 separate clutch conduit

[0169] 52. Anterior portion of a single-disengagement catheter

[0170] 54. Clutch conduit inlet

[0171] 56 Cylindrical section

[0172] 58 Springs

[0173] 60 The protrusion of the pressure plate

[0174] 62. Through hole of clutch hub

[0175] 64. Front through hole

[0176] 66. Through hole of wet clutch

[0177] 68 Through hole of gear assembly

[0178] 70 Circumferential groove at the front

[0179] 72. The inner wall portion of the through hole at the front.

[0180] 74. Clutch basket hole

[0181] 76. Concave spline of the clutch basket

[0182] 78. Raised splines on the outer sheet

[0183] 80 gears

[0184] 82. Axially extending flange of the gear

[0185] 84 Radial spacers

[0186] 88 Additional internal shaft conduit for hydraulic fluid

[0187] 90 axis

[0188] 92 internal channels

[0189] 94 Through holes in the pressure plate

[0190] 96 Valve seat

[0191] 98 Washer

[0192] 100 gap

[0193] 102 Splines on the clutch hub

[0194] 104 First Rolling Bearing

[0195] 106 Second Rolling Bearing

[0196] 108 Inner Circle

[0197] 110 Outer Ring

[0198] 112 Rolling element or ball

[0199] 114. Clearance between the rear and the gear

[0200] 116 The first contact surface at the rear

[0201] 118 The second contact surface of the gear

[0202] 120 First contact surface

[0203] 122 Second contact surface

[0204] 124 The plate-like part at the rear

[0205] 126 incisions

[0206] 128 holes

[0207] 130 Cylindrical portion of the clutch basket

[0208] 132 Radial portion of the clutch basket

[0209] 134 Outer edge of the rear

[0210] 136 Inner edge of the radial portion

[0211] 138 Rear interior section

[0212] 140 Rear exterior section

[0213] 142 Rear support area

[0214] 144 Bearing Conduit

[0215] 146. Center through hole of gear

[0216] 148. Cylindrical inner wall.

Claims

1. A gear assembly (8) for mounting on a shaft (12), wherein the gear assembly (8) comprises: The gear (80) is configured to be rotatably supported relative to the shaft (12). A multi-plate wet clutch (10) includes: Clutch hub (16), which is configured to be mounted on the shaft (12), The front part (34) is configured to be fixed relative to the shaft (12). The rear part (42) is configured to be fixed relative to the shaft (12). The clutch basket is attached to the gear (80). A clutch disc assembly (20) operably connects the clutch hub (16) and the clutch basket (18), wherein the clutch disc assembly (20) is located between the front portion (34) and the rear portion (42), and An actuator (22), which is supported by the front portion (34), is configured to engage the clutch plate assembly (20) and press the clutch plate assembly (20) against the rear portion (42). The clutch plate assembly (20) described therein has: In the disengaged state, the clutch hub (16) and the clutch basket (18) are unlocked, and In the engaged state, the clutch hub (16) and the clutch basket (18) are locked together, wherein The rear portion (42) is spaced apart from the gear (80) in the non-engaged state, and the rear portion (42) engages the gear (80) in the engaged state.

2. The gear assembly (8) according to claim 1, wherein, When moving from the non-engaged state to the engaged state, the rear part (42) and the gear (80) engage with each other after reaching the engaged state.

3. The gear assembly (8) according to claim 1 or 2, wherein the rear portion (42) is configured to deform and engage the gear (80) when the clutch plate assembly (20) is in the engaged state.

4. The gear assembly (8) according to claim 1 or 2, wherein, In the engaged state, the gear (80) generates an axial load along the shaft (12) when meshing with the mating gear, wherein the axial load pushes the gear (80) and the rear (42) into contact.

5. The gear assembly (8) according to claim 1 or 2, wherein the rear portion (42) forms a first contact area (116) facing the gear (80), and the gear (80) forms a second contact area (118) facing the first contact area (116), wherein the first contact area (116) engages the second contact area (118) in the engaged state.

6. The gear assembly (8) according to claim 5, wherein the first contact area (116) and the second contact area (118) have a planar geometry perpendicular to the shaft (12).

7. The gear assembly (8) according to claim 1 or 2, wherein the rear portion (42) includes a plate-like portion (124) extending radially relative to the shaft (12).

8. The gear assembly (8) according to claim 1 or 2, wherein the clutch basket (18) has a radial portion (132) and a cylindrical portion (130), wherein the radial portion (132) is attached to the gear (80), and the rear portion (42) and the cylindrical portion (132) are separated in the engaged state.

9. The gear assembly (8) according to claim 1 or 2, wherein the rear portion (42) comprises an inner portion (138) and an outer portion (140), and the inner portion (138) engages the gear (80) in the engaged state.

10. The gear assembly (8) according to claim 1 or 2, wherein the shaft (12) includes an internal shaft conduit (14) for lubricant, and the gear assembly (8) further includes: A first rolling bearing (104) rotatably supports the gear (80) relative to the shaft (12). A second rolling bearing (106) rotatably supports the gear (80) relative to the shaft (12), and A bearing conduit (144) is configured to be operatively connected to the internal shaft conduit (14) and to release the lubricant at the first rolling bearing (104) and the second rolling bearing (106).

11. A shaft assembly (6), comprising: Shaft (12), and The gear assembly (8) according to any one of claims 1 to 10, wherein the gear assembly (8) is mounted on the shaft (12).

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