A clutch thrust ring that reduces the radial pressure differential

Abstract

The application belongs to the technical field of clutch structure, and discloses a clutch thrust ring capable of reducing radial pressure difference, which is arranged in a clutch in a limiting mode, and comprises a plurality of thrust plates arranged in an arc shape and sequentially spliced and combined into a circular ring at the head and tail of the plurality of thrust plates. One end of each thrust plate is fixedly connected with a connecting head, and the other end of each thrust plate is provided with a connecting groove matched with the connecting head, and the connecting head is movably connected in the connecting groove at the end of another thrust plate. The application has the advantages of simple structure, convenient assembly and disassembly, improved uneven distribution of pressure and temperature in the radial direction and the circumferential direction of the clutch, more uniform distribution of pressure and temperature in use, small thermal deformation of parts, and better safety and stability of the clutch.

Description

Technical Field

[0001] This invention belongs to the field of clutch structure technology, and particularly relates to a clutch thrust ring that reduces radial pressure difference. Background Technology

[0002] Wet friction pairs are widely used in transmission components such as wet clutches, wet brakes, and viscous speed-regulating clutches. They are one of the core components of a comprehensive transmission device, and their performance directly affects the transmission efficiency and operational reliability of the transmission device.

[0003] The integrated transmission system determines the overall vehicle's mobility, especially in heavy military vehicles, where high demands are placed on the reliability and durability of the integrated transmission system. In a multi-plate clutch, the contact area between the retaining ring and the pressure plate is very small. While constraining the axial displacement of the friction elements, the retaining ring applies a large concentrated reaction force to the pressure plate. This concentrated load at the pressure plate affects the pressure distribution between the friction pairs, resulting in a huge radial pressure difference between the friction elements. This exacerbates the radial temperature gradient of the friction elements, leading to thermal warping deformation.

[0004] Therefore, this application designs a clutch thrust ring that reduces radial pressure difference to solve the above-mentioned technical problems. Summary of the Invention

[0005] To solve the above-mentioned technical problems, the present invention proposes a clutch thrust ring that reduces radial pressure difference.

[0006] To achieve the above objectives, the present invention provides a clutch thrust ring for reducing radial pressure differential. The thrust ring is positioned within the clutch and includes several arc-shaped thrust plates, which are sequentially joined end to end to form a ring.

[0007] One end of the thrust plate is fixedly connected to a connector, and the other end of the thrust plate is provided with a connecting groove that matches the connector. The connector is movably connected to the connecting groove at the end of the other thrust plate.

[0008] Preferably, the connector is configured as a raised arc-shaped structure, the connecting groove is configured as a recessed arc-shaped structure, and the connector and the connecting groove are in clearance fit.

[0009] Preferably, the thrust plate has a disassembly hole through the centerline of the end near the connecting groove for easy loading and unloading.

[0010] Preferably, the clutch includes a cylinder liner, a clutch assembly is disposed inside the cylinder liner, the clutch assembly is connected to a drive shaft disposed inside the cylinder liner, and the thrust ring abuts against the clutch assembly and is engaged with the cylinder liner for limiting.

[0011] Preferably, the inner wall of the cylinder liner is provided with an annular mounting groove, and the thrust ring is engaged in the mounting groove.

[0012] Preferably, the clutch assembly includes a plurality of friction plates and a plurality of mating steel plates, wherein the mating steel plates and the friction plates are arranged in alternating contact; the friction plates are connected to the drive shaft for transmission, and the mating steel plates are connected to the cylinder liner for limiting.

[0013] Preferably, the clutch assembly further includes a piston slidably connected within the cylinder liner, the piston abutting against the end face of the mating steel plate at the end furthest from the thrust ring.

[0014] Preferably, the side wall of the cylinder liner is provided with a number of keyways that are axially spaced equally, and the outer wall of the mating steel sheet is fixed with a number of steel splines that are corresponding to the keyways, and the steel splines are limited and slidably connected in the keyways.

[0015] Preferably, an involute spline is fixedly connected to the inner hole of the friction plate, and the involute spline is sleeved on the drive shaft and connected to the drive shaft for transmission.

[0016] Compared with the prior art, the present invention has the following advantages and technical effects: The present invention discloses a clutch thrust ring that reduces radial pressure difference. It is installed inside the clutch to realize the positioning structure for the clutch to perform the engagement and disengagement function. The thrust ring is composed of several arc-shaped thrust plates, which are arranged in a distributed circumferential structure, making it easier to install and disassemble, easier to process, and more interchangeable. The two ends of the thrust plates are respectively provided with connectors and connecting grooves, which facilitates splicing and positioning. During installation, several thrust plates are first snapped into the designated position of the clutch. Finally, the connector of the remaining thrust plate is snapped into the corresponding connecting groove. Then, the connecting groove of the last thrust plate is pushed outward, so that the connecting groove snaps into the other connector, forming an annular thrust ring to achieve the positioning of the clutch. Compared with the conventional snap ring structure, the thrust ring used in the present invention has a larger ratio of inner and outer diameters, and a larger area for bearing load, which can make the radial pressure and temperature distribution of the clutch friction plate more uniform and reduce the thermal deformation of the parts. Compared with the original snap ring structure, the thrust ring eliminates the gap in the circumferential direction, which can form a complete ring and improve the circumferential pressure and temperature distribution.

[0017] This invention has a simple structure and is easy to install and disassemble. It improves the uneven distribution of radial and circumferential pressure and temperature in the clutch, making the pressure and temperature distribution more uniform during use, and reducing the thermal deformation of parts; thus, the safety and stability of the clutch are better. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 This is a three-dimensional schematic diagram of the clutch of the present invention;

[0020] Figure 2 This is a schematic diagram of the clutch explosion of the present invention;

[0021] Figure 3 This is a schematic diagram of the internal structure of the clutch of the present invention;

[0022] Figure 4 For the present invention Figure 3 A magnified view of part A in the image;

[0023] Figure 5 This is a front view of the thrust ring of the present invention;

[0024] Figure 6 This is a schematic diagram of the thrust plate of the present invention;

[0025] Figure 7 This is a schematic diagram of the thrust ring assembly of the present invention;

[0026] In the diagram: 1. Thrust ring; 2. Thrust plate; 3. Connector; 4. Connecting groove; 5. Disassembly hole; 6. Cylinder liner; 7. Drive shaft; 8. Mounting groove; 9. Friction plate; 10. Matching steel plate; 11. Piston; 12. Keyway; 13. Steel plate spline; 14. Involute spline; 15. Pressure plate. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] Reference Figures 1-7 As shown, this embodiment provides a clutch thrust ring to reduce radial pressure difference. The thrust ring 1 is limited and disposed in the clutch. The thrust ring 1 includes several thrust plates 2 arranged in an arc shape. The several thrust plates 2 are spliced ​​together end to end to form a ring.

[0030] One end of the thrust plate 2 is fixedly connected to a connector 3, and the other end of the thrust plate 2 is provided with a connecting groove 4 that is adapted to the connector 3. The connector 3 is movably connected to the connecting groove 4 at the end of the other thrust plate 2.

[0031] This invention discloses a clutch thrust ring for reducing radial pressure differential. It is installed inside the clutch to serve as a positioning structure for engaging and disengaging the clutch. The thrust ring 1 is composed of several arc-shaped thrust plates 2, arranged circumferentially in a distributed structure, making installation and disassembly easier, processing simpler, and more interchangeable. Each end of the thrust plate 2 has a connector 3 and a connecting groove 4 for easy assembly and positioning. During installation, several thrust plates 2 are first snapped into designated positions on the clutch. Then, the connector of the remaining thrust plate 2 is snapped into the corresponding connecting groove 4. Finally, the connecting groove 4 of the last thrust plate 2 is pushed outwards, causing the connecting groove 4 to engage another connector 3, forming an annular thrust ring 1 to position the clutch. Compared to conventional snap ring structures, the thrust ring 1 used in this invention has a larger ratio of inner to outer diameter, resulting in a larger load-bearing area. This allows for a more uniform radial pressure and temperature distribution on the clutch friction plate 9, reducing thermal deformation of the parts.

[0032] Further optimizing the design, connector 3 is designed as a raised arc-shaped structure, and connecting groove 4 is designed as a recessed arc-shaped structure, with connector 3 and connecting groove 4 in clearance fit. Connectors 3 and connecting groove 4 on the left and right sides of thrust plate 2 are two concave-convex arc-shaped structures with equal curvature. The arc-shaped structure can achieve radial positioning of parts, preventing accidental dislodgement during operation, and also provides a certain degree of rotational freedom along the arc center, facilitating installation. One side of connecting groove 4 uses a rounded transition with the inner and outer diameters, and the radius of the outer rounded corner is larger than that of the inner rounded corner to prevent excessive deformation during installation.

[0033] Further, refer to the appendix. Figure 6 In this embodiment, the outer diameter of the thrust plate 2 is R128 and the inner diameter is R108. The connector 3 is a semi-circle of R10, and the connecting groove 4 is an arc of R10. One side of the connecting groove 4 is connected to the outer wall of the thrust plate 2 by an arc of R3, and the other side of the connecting groove 4 is connected to the inner wall of the thrust plate 2 by an arc of R1. Compared with the traditional snap ring structure, the thrust ring 1 used in this invention has a smaller inner-outer diameter ratio and a larger area for bearing load, which can make the radial pressure and temperature distribution of the clutch friction plate 9 more uniform and reduce the thermal deformation of the parts.

[0034] In a further optimized design, a disassembly hole 5 is provided through the centerline of the end of the thrust plate 2 near the connecting groove 4 for easy installation and removal. The disassembly hole 5 is designed to allow tools to be inserted during disassembly, preventing destructive disassembly.

[0035] A further optimized design includes a clutch comprising a cylinder liner 6, within which a clutch assembly is housed. The clutch assembly is connected to a drive shaft 7 located within the cylinder liner 6. A thrust ring 1 abuts against the clutch assembly and engages with the cylinder liner 6 for limiting. An annular mounting groove 8 is formed on the inner wall of the cylinder liner 6, and the thrust ring 1 is engaged within this groove. One end of the cylinder liner 6 is open, and an annular mounting groove 8 is formed on its inner wall. The outer wall of the annular thrust ring 1, composed of thrust plates 2, engages within this groove, thereby limiting the engagement and disengagement of the clutch assembly within the cylinder liner 6, and thus enabling the clutch assembly to engage and disengage, thereby transmitting power to the drive shaft 7.

[0036] The clutch assembly further optimizes the design by including several friction plates 9 and several mating steel plates 10, with the mating steel plates 10 and friction plates 9 arranged in alternating contact. The friction plates 9 are connected to the drive shaft 7 for transmission, and the mating steel plates 10 are connected to the cylinder liner 6 for limiting. The clutch assembly also includes a piston 11 that is slidably connected in the cylinder liner 6, with the piston 11 abutting against the end face of the mating steel plate 10 at the end away from the thrust ring 1. Friction plates 9 and mating steel plates 10 are arranged alternately to form a friction transmission element, which is then positioned at both ends by piston 11 and thrust ring 1. In actual operation, when meshing transmission is required, piston 11 moves axially under hydraulic pressure. The thrust ring 1 in the mounting groove 8 of cylinder liner 6 restricts the axial movement of the friction transmission element, causing the gap between friction plates 9 and mating steel plates 10 to be eliminated and slip friction to be generated. Finally, the speed difference between friction plates 9 and mating steel plates 10 is zero, and the engagement is completed, realizing the transmission with the transmission shaft 7. When the transmission needs to be disconnected, piston 11 loses the thrust on the friction transmission element, the pressure between mating steel plates 10 and friction plates 9 changes, and the friction between them changes, making transmission impossible.

[0037] Further optimization involves providing several axially spaced keyways 12 on the sidewall of the cylinder liner 6. A number of steel splines 13, corresponding to the keyways 12, are fixed to the outer wall of the mating steel plate 10. These splines 13 are slidably positioned within the keyways 12. An involute spline 14 is fixed to the inner hole of the friction plate 9, and is sleeved on the drive shaft 7 and connected to it. The sliding arrangement of the keyways 12 and splines 13 limits the positioning of the mating steel plate 10 and simultaneously enables the transmission between the mating steel plate 10 and the cylinder liner 6, forming the driven end. The involute spline 14 fixed to the inner wall of the friction plate 9 is connected to the drive shaft 7. When the friction plate 9 and the mating steel plate 10 achieve frictional transmission, power is transmitted between the drive shaft 7 and the cylinder liner 6, thus controlling the engagement and disengagement of the clutch.

[0038] Furthermore, the thrust plate 2 does not contact the friction plate 9 or the mating steel plate 10, but rather contacts the pressure plate 15 which is slidably connected within the cylinder liner 6. The pressure plate 15 is positioned to contact the friction plate 9 which is far from the piston 11. The thickness of the pressure plate 15 is greater than that of the mating steel plate to prevent deformation and improve stability.

[0039] Furthermore, the pressure plate 15 in this embodiment has the same structure as the steel sheet 10, differing only in thickness.

[0040] See attached document Figure 7 In this embodiment, the number of thrust plates 2 is set to 6. During installation, the 5 sections of thrust plates 2 are connected end to end and installed into the mounting groove 8 of the cylinder liner 6. Then, the connector 3 end of the remaining section of thrust plate 2 is fitted with one side of the mounting groove 8 of the installed part. Finally, the last section of thrust plate 2 is rotated to make it fasten and complete the assembly.

[0041] It should be noted that after the entire thrust ring 1 is assembled, the circumferential angle is not 360°, but there will be a gap of 2-3°. The specific gap size is determined according to the structural parameters. The final screwing stage during assembly should have a certain amount of interference to ensure a tight assembly, but the interference should not be too large to avoid plastic deformation that could damage the part structure.

[0042] See attached document Figure 6 In this embodiment, the angle between the circle of the connecting groove 4 of the thrust plate 2 and the center of the connecting plate is 59.5°, while the angle between the disassembly hole 5 and the center of the connector 3 is 50°. Compared with the traditional snap ring structure, the circumferential proportion of the thrust ring 1 structure used in this invention is also larger, approximately reaching 360°, which can also improve the uneven distribution of circumferential pressure and temperature of the clutch friction plate 9.

[0043] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0044] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A clutch thrust ring for reducing radial pressure differential, the thrust ring (1) being positioned and limited within the clutch, characterized in that: The thrust ring (1) includes several thrust plates (2) arranged in an arc shape, and the several thrust plates (2) are spliced ​​together end to end to form a ring; One end of the thrust plate (2) is fixedly connected to a connector (3), and the other end of the thrust plate (2) is provided with a connecting groove (4) that is adapted to the connector (3). The connector (3) is movably connected to the connecting groove (4) at the end of another thrust plate (2). The connector (3) is configured as a raised arc-shaped structure, and the connecting groove (4) is configured as a recessed arc-shaped structure. The connector (3) and the connecting groove (4) are in clearance fit. The thrust plate (2) has a disassembly hole (5) through the center line of one end near the connecting groove (4) for easy loading and unloading.

2. The clutch thrust ring for reducing radial pressure difference according to claim 1, characterized in that: The clutch includes a cylinder liner (6), a clutch assembly is provided inside the cylinder liner (6), the clutch assembly is connected to a drive shaft (7) provided inside the cylinder liner (6), and the thrust ring (1) abuts against the clutch assembly and is locked in place by the cylinder liner (6).

3. The clutch thrust ring for reducing radial pressure difference according to claim 2, characterized in that: The inner wall of the cylinder liner (6) is provided with an annular mounting groove (8), and the thrust ring (1) is limited and engaged in the mounting groove (8).

4. The clutch thrust ring for reducing radial pressure difference according to claim 2, characterized in that: The clutch assembly includes several friction plates (9) and several paired steel plates (10), the paired steel plates (10) and the friction plates (9) are arranged in alternating contact with each other; the friction plates (9) are connected to the drive shaft (7) for transmission, and the paired steel plates (10) are connected to the cylinder liner (6) for limiting connection.

5. The clutch thrust ring for reducing radial pressure difference according to claim 4, characterized in that: The clutch assembly also includes a piston (11) slidably connected within the cylinder liner (6), the piston (11) abutting against the end face of the mating steel plate (10) at the end away from the thrust ring (1).

6. The clutch thrust ring for reducing radial pressure difference according to claim 4, characterized in that: The side wall of the cylinder liner (6) is provided with a number of keyways (12) arranged axially at equal intervals. The outer wall of the mating steel sheet (10) is fixed with a number of steel splines (13) that correspond to the keyways (12). The steel splines (13) are limited and slidably connected in the keyways (12).

7. The clutch thrust ring for reducing radial pressure difference according to claim 4, characterized in that: An involute spline (14) is fixedly connected to the inner hole of the friction plate (9), and the involute spline (14) is sleeved on the transmission shaft (7) and connected to the transmission shaft (7) for transmission.

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