A wet clutch, power assembly and vehicle

Abstract

Embodiments of the present invention provide a wet clutch, a powertrain assembly, and a vehicle, relating to the field of clutches. The wet clutch includes a drive shaft, a clutch portion, and a piston portion. The drive shaft has a main lubricating oil passage. The clutch portion is connected to the drive shaft and defines a chamber therebetween. The piston portion is movably disposed within the chamber and serves to divide the chamber into a drive chamber and a lubrication chamber, the drive chamber being through which drive fluid is introduced. The piston portion is used to switch between a first state and a second state, thereby blocking or opening the main lubricating oil passage and the clutch portion. Specifically, the main lubricating oil passage is used to communicate with the clutch portion through the lubrication chamber when the piston portion is driven to the second state by the drive fluid, and is blocked by the piston portion when the piston portion is in the first state. This wet clutch can selectively supply cooling lubricating fluid to the clutch portion according to its engagement state, thereby reducing clutch drag torque and reducing lubricating oil consumption.

Description

Technical Field

[0001] This invention relates to the field of clutch technology, and more specifically, to a wet clutch, a power assembly, and a vehicle. Background Technology

[0002] With the rapid development of hybrid technology, hybrid transmissions feature highly integrated designs, compact structures, high efficiency, and low costs, and offer multiple hybrid modes, including parallel, series, and power-split modes. Currently, most hybrid transmissions use wet clutches located inside the transmission, which can switch between series, parallel drive, and power-split modes. They also support a full-speed-range engine direct drive mode, enabling normal vehicle operation even in the event of a high-voltage system failure. Wet clutches require cooling oil.

[0003] However, the friction plates churning the oil will generate drag torque, which will reduce the transmission efficiency of the hybrid transmission. The more cooling oil there is, the greater the drag torque will be, and the lower the transmission efficiency will be. Summary of the Invention

[0004] The present invention provides a wet clutch, a power assembly, and a vehicle that can control the flow rate of clutch lubricating coolant, reduce clutch drag torque, and also reduce the amount of lubricating oil used.

[0005] The embodiments of the present invention can be implemented as follows:

[0006] An embodiment of the present invention provides a wet clutch, comprising:

[0007] The drive shaft has a main lubrication oil passage.

[0008] The clutch part is connected to the drive shaft and defines an outlet chamber with the drive shaft;

[0009] The piston is movably disposed within the chamber and is used to divide the chamber into a drive chamber and a lubrication chamber. The drive chamber is used to introduce drive fluid. The piston is used to switch between a first state and a second state, thereby blocking or opening the main lubrication oil passage and the clutch.

[0010] The main lubrication passage is used to communicate with the clutch through the lubrication chamber when the piston is driven to the second state by the driving fluid, and is also used to be blocked by the piston when the piston is in the first state.

[0011] In an optional embodiment, the piston section includes a piston assembly and a flow control block. The piston assembly is used to divide the chamber into a drive chamber and a lubrication chamber. The flow control block is connected to the piston assembly and is movably disposed in the lubrication chamber. A first lubricating oil passage is formed on the flow control block.

[0012] The flow control block is used to connect the main lubricating oil passage and the lubrication chamber through the first lubricating oil passage when the piston assembly moves to the second state, thereby connecting the main lubricating oil passage and the clutch part; and the flow control block is used to prevent the first lubricating oil passage from connecting with the main lubricating oil passage when the piston assembly moves to the first state, thereby blocking the main lubricating oil passage and the clutch part.

[0013] In an alternative embodiment, the piston portion further includes a first elastic element, and the flow control block is connected to the piston assembly via the first elastic element.

[0014] In an optional embodiment, the piston assembly includes a drive piston, an oil guide hub, and a balance piston. One end of the drive piston is connected to a drive shaft, and the other end of the drive piston is connected to a clutch. One end of the oil guide hub is connected to the drive piston, and the other end of the oil guide hub abuts against the balance piston. The end of the balance piston away from the oil guide hub is connected to the drive shaft. The drive piston, oil guide hub, balance piston, and drive shaft together define a lubrication chamber. The drive piston, drive shaft, and clutch together define a drive chamber. A flow control block is connected to the drive piston.

[0015] In an optional embodiment, when the drive piston, oil guide hub and balance piston move to the second state, a gap is generated between the oil guide hub and the balance piston, so that the lubrication chamber communicates with the clutch.

[0016] When the drive piston, oil guide hub, and balance piston move to the first state, the gap between the oil guide hub and the balance piston closes to block the lubrication chamber and the clutch.

[0017] In an optional embodiment, a second lubricating oil passage is provided on the oil guide hub, which is used to connect the lubrication chamber and the clutch part.

[0018] In an optional embodiment, the oil guide hub includes a connecting part and a guide part connected in sequence. The connecting part and the guide part are vertically connected. The connecting part is connected to the drive piston, and the guide part is connected to the balance piston. The guide part has a second lubricating oil passage. The end of the guide part away from the drive piston is bent toward the drive piston.

[0019] In an optional embodiment, the piston portion further includes a second elastic member, one end of which is connected to the oil guide hub, and the other end of which is connected to the balance piston.

[0020] In an optional embodiment, a third lubricating oil passage is provided near the drive shaft of the balance piston; the third lubricating oil passage is connected to the lubrication chamber; a fourth lubricating oil passage is provided on the drive shaft, and the fourth lubricating oil passage is connected to the main lubricating oil passage and the third lubricating oil passage.

[0021] In an optional embodiment, the wet clutch further includes an output gear and a support ring, the output gear being connected to a drive shaft, one end of the support ring being connected to a balance piston, and the other end of the support ring being connected to the output gear.

[0022] Embodiments of the present invention also provide a power assembly including the wet clutch in any of the above embodiments.

[0023] Embodiments of the present invention also provide a vehicle including a wet clutch or a power assembly as described in any of the above embodiments.

[0024] The beneficial effects of the wet clutch, power assembly, and vehicle according to embodiments of the present invention include:

[0025] This wet clutch includes a drive shaft, a clutch portion, and a piston portion. The drive shaft has a main lubricating oil passage. The clutch portion is connected to the drive shaft and defines a chamber with the drive shaft. The piston portion is movably disposed within the chamber and serves to divide the chamber into a drive chamber and a lubrication chamber. The drive chamber is used to allow the flow of drive fluid. The piston portion is used to switch between a first state and a second state, thereby blocking or connecting the main lubricating oil passage and the clutch portion. Specifically, the main lubricating oil passage is used to connect with the clutch portion through the lubrication chamber when the piston portion is driven to the second state by the drive fluid, and is blocked by the piston portion when the piston portion is in the first state. With the above design, when the wet clutch is in operation, high-pressure oil is injected into the drive chamber, driving the piston portion to move to the second state to press the clutch portion, enabling the clutch portion to transmit torque or brake. At the same time, the piston portion also connects the lubrication chamber with the clutch portion, providing lubrication and cooling for the clutch portion. When the wet clutch is not engaged, meaning the clutch portion does not transmit torque or brake, the drive chamber discharges drive fluid to relieve pressure. Due to the reduced pressure in the drive chamber, the piston moves to its first state, no longer contacting the clutch portion. Simultaneously, the piston blocks the lubrication chamber from the clutch portion, preventing the supply of lubricating fluid. This wet clutch can selectively supply cooling fluid to the clutch portion according to its engagement state, controlling the flow rate of the lubricating fluid, thereby reducing clutch drag torque and lubricating oil consumption. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1This is a schematic diagram of a wet clutch provided in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the lubricating oil flow direction when the wet clutch is in the second state, as provided in an embodiment of the present invention.

[0029] Figure 3 This is a schematic diagram of the lubricating oil flow direction when the wet clutch is in the first state, as provided in an embodiment of the present invention.

[0030] Icons: 1000 - Wet clutch; 100 - Drive shaft; 110 - Main lubricating oil passage; 120 - Fourth lubricating oil passage; 200 - Clutch part; 210 - Housing; 211 - Sixth lubricating oil passage; 220 - Inner hub; 221 - Fifth lubricating oil passage; 230 - Steel plate; 240 - Friction plate; 250 - Snap ring; 300 - Piston part; 310 - Piston assembly; 311 - Drive piston; 312 - Oil guide hub; 312 1-Connecting part; 3122-Guiding part; 31221-Second lubricating oil passage; 313-Balance piston; 3131-Third lubricating oil passage; 320-Flow control block; 321-First lubricating oil passage; 330-First elastic element; 340-Second elastic element; 400-Cavity; 410-Drive chamber; 420-Lubrication chamber; 500-Gap; 600-Output gear; 700-Support ring; 800-Bearing. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0032] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0033] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0034] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not 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.

[0035] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0036] It should be noted that, where there is no conflict, the features in the embodiments of the present invention can be combined with each other.

[0037] With the rapid development of hybrid technology, hybrid transmissions feature highly integrated designs, compact structures, high efficiency, and low costs, and offer multiple hybrid modes, including parallel, series, and power-split modes. Currently, most hybrid transmissions use wet clutches located inside the transmission, which can switch between series, parallel drive, and power-split modes, and provide a full-speed-range engine direct drive mode, enabling normal vehicle operation even in the event of a high-voltage system failure. Wet clutches require cooling oil. However, the friction plates churning the oil generate drag torque, reducing the transmission efficiency of the hybrid transmission. The higher the cooling oil flow, the greater the drag torque and the lower the transmission efficiency.

[0038] Based on this, please refer to Figure 1 The wet clutch 1000 provided in the embodiments of the present invention can effectively improve the aforementioned technical problems. This wet clutch 1000 can control the flow rate of the clutch lubricating coolant, reduce clutch drag torque, and also reduce the amount of lubricating oil used. This wet clutch 1000 can be applied to power units and vehicles; power units and vehicles equipped with this wet clutch 1000 have the same functions as the wet clutch 1000. Of course, the wet clutch 1000 in this embodiment can also be applied to ships, aircraft, and other fields, and is not limited thereto.

[0039] The power assembly in this embodiment includes a transmission, an engine, and a wet clutch 1000. The transmission and engine are connected via the wet clutch 1000, which transmits the torque stored on the engine flywheel to the transmission. A transmission, also known as a gearbox, is a mechanism used to change the speed and torque from the engine. It can change the transmission ratio between the output and input shafts in a fixed or progressively increasing manner. The transmission consists of a gear shifting mechanism and a control mechanism. Its main function is to change the speed and torque of the transmission system to adapt to different operating conditions. For example, in a vehicle, the transmission converts the high-speed rotation of the engine into the low-speed rotation of the wheels to provide sufficient traction and speed. Different transmissions can provide different gears to adapt to different driving conditions and road conditions, such as low-speed hill climbing and highway driving. In ships and aircraft, the transmission controls the rotational speed of the propeller to adjust the speed and direction of the ship or aircraft. The power assembly in this embodiment may also include other structures to achieve other different functions. The power assembly only needs to include the wet clutch 1000 in this embodiment; the specific other structures included are determined according to actual usage requirements and are not limited here. The power assembly in this embodiment can be applied to various mechanical equipment such as vehicles, ships, or agricultural machinery, and is not limited thereto.

[0040] The vehicle in this embodiment includes a drive unit, a wet clutch 1000, and drive wheels. The drive unit is connected to the wet clutch 1000, and the wet clutch 1000 is connected to the drive wheels. The wet clutch 1000 is used to transmit the driving force and torque from the drive unit to the drive wheels. Of course, the vehicle in this embodiment may also include other structures, such as the power assembly mentioned above, which are not limited here.

[0041] The specific structure of the wet clutch 1000 will be described in detail below.

[0042] The wet clutch 1000 is a clutch that uses oil to cool the friction surfaces. During engagement, the heat generated by slippage is carried away by the cooling oil, effectively controlling the temperature of the friction surfaces and significantly reducing wear. Therefore, the wet clutch 1000 exhibits stable performance, with minimal changes in clamping force and coefficient of friction even after long-term use.

[0043] Figure 1 This is a schematic diagram of a wet clutch 1000 provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the lubricating oil flow direction when the wet clutch 1000 is in the second state, as provided in an embodiment of the present invention. Figure 3 This is a schematic diagram of the lubricating oil flow direction when the wet clutch 1000 is in the first state, as provided in an embodiment of the present invention. Figure 1 , Figure 2 and Figure 3As shown, the friction plates 240 of the clutch portion 200 of the wet clutch 1000 generate drag torque due to oil churning, reducing the transmission efficiency of the hybrid transmission. Furthermore, the higher the flow rate of cooling lubricating oil, the greater the drag torque and the lower the transmission efficiency. To reduce the drag torque of the wet clutch 1000, in this embodiment, the wet clutch 1000 includes a drive shaft 100, a clutch portion 200, and a piston portion 300. The drive shaft 100 has a main lubricating oil passage 110 for introducing lubricating and cooling oil. The clutch portion 200 is connected to the drive shaft 100 and defines a chamber 400 with the drive shaft 100. A piston portion 300 is movably disposed within the chamber 400 and serves to divide the chamber 400 into a drive chamber 410 and a lubrication chamber 420. The drive chamber 410 is used to allow the flow of drive fluid. The piston portion 300 is used to switch between a first state and a second state, thereby blocking or opening the main lubrication passage 110 and the clutch portion 200. Specifically, the main lubrication passage 110 is used to communicate with the clutch portion 200 through the lubrication chamber 420 when the piston portion 300 is driven by the drive fluid to the second state, and is blocked by the piston portion 300 when the piston portion 300 is in the first state.

[0044] Through the above design, when the wet clutch 1000 is in operation, high-pressure oil is injected into the drive chamber 410, driving the piston 311 (300) to move to the second state to press against the clutch part 200, allowing the clutch part 200 to transmit torque or brake. Simultaneously, the piston 300 also connects the lubrication chamber 420 to the clutch part 200, providing lubrication and cooling. When the wet clutch 1000 is not in operation, i.e., the clutch part 200 of the wet clutch 1000 does not transmit torque or brake, the drive chamber 410 discharges drive fluid to relieve pressure. Due to the reduced pressure in the drive chamber 410, the piston 300 moves to the first state, where it does not contact the clutch part 200. Simultaneously, the piston 300 blocks the lubrication chamber 420 from the clutch part 200, preventing the supply of lubricating fluid to the clutch part 200. That is, the wet clutch 1000 can selectively input cooling and lubricating fluid into the clutch part 200 according to the engagement state of the clutch part 200, thereby controlling the flow rate of the lubricating and cooling fluid, thereby reducing the clutch drag torque and reducing the amount of lubricating oil used.

[0045] The aforementioned "drive chamber 410 is used to introduce drive fluid"—for details, please refer to [link / reference]. Figure 1 In this embodiment, the transmission shaft is provided with a drive oil passage, which connects to the drive chamber 410. Drive fluid can be introduced into the drive chamber 410 from the outside through the drive oil passage. Of course, a drive oil passage can also be provided on the outer shell 210 of the clutch part 200, as long as the drive oil passage connects to the drive chamber 410 and facilitates the introduction of drive fluid into the drive chamber 410. The location of the drive oil passage is not limited here.

[0046] To control the connection and disconnection between the lubricating oil passage and the lubrication chamber 420, please refer to... Figure 1 and combined Figure 2 and Figure 3 In this embodiment, the piston portion 300 includes a piston assembly 310 and a flow control block 320. The piston assembly 310 divides the chamber 400 into a drive chamber 410 and a lubrication chamber 420. The flow control block 320 is connected to the piston assembly 310 and is movably disposed in the lubrication chamber 420. A first lubrication oil passage 321 is provided on the flow control block 320. Specifically, when the flow control block 320 moves to a second state driven by the piston assembly 310, it connects the main lubrication oil passage 110 and the lubrication chamber 420 through the first lubrication oil passage 321, thereby connecting the main lubrication oil passage 110 and the clutch portion 200. Conversely, when the flow control block 320 moves to a first state driven by the piston assembly 310, the first lubrication oil passage 321 is not connected to the main lubrication oil passage 110, thereby blocking the main lubrication oil passage 110 and the clutch portion 200.

[0047] That is, when driving fluid is introduced into the drive chamber 410, the driving fluid pushes the piston assembly 310 to move to the second state and press against the clutch part 200. At the same time, the piston assembly 310 also drives the flow control block 320 to move to the second state. At this time, the first lubricating oil passage 321 on the flow control block 320 is connected to the main lubricating oil passage 110 of the drive shaft 100. That is, the lubricating coolant in the main lubricating oil passage 110 can enter the lubrication chamber 420 through the first lubricating oil passage 321 and flow to the clutch part 200 for lubrication and cooling. When the drive chamber 410 is depressurized, that is, when the driving fluid in the drive chamber 410 is discharged outward, the pressure in the drive chamber 410 decreases, and the pressure in the lubrication chamber 420 is greater than that in the drive chamber 410. The piston assembly 310 moves towards the drive chamber 410 and moves to the first state. At this time, the piston assembly 310 does not contact the clutch part 200, that is, the wet clutch 1000 does not work and does not transmit torque. Simultaneously, the piston assembly 310 drives the flow control block 320 to move to the first state, where the first lubricating oil passage 321 is not connected to the main lubricating oil passage 110. That is, the flow control block 320 blocks the main lubricating oil passage 110 and the lubrication chamber 420. At this time, the main lubricating oil passage 110 and the clutch part 200 are blocked by the flow control block 320, and the lubricating coolant in the main lubricating oil passage 110 cannot flow to the clutch part 200. In other words, when the wet clutch 1000 is not transmitting torque, no lubricating coolant flows into the clutch part 200, reducing the amount of lubricating coolant in the clutch part 200. This prevents the friction plates 240 of the clutch part 200 from generating additional drag torque by churning oil in the non-working state, reducing drag torque, improving transmission efficiency, and also reducing the amount of lubricating coolant used.

[0048] For details, please continue reading Figure 1 In this embodiment, the piston assembly 310 includes a drive piston 311, an oil guide hub 312, and a balance piston 313. One end of the drive piston 311 is connected to the drive shaft 100, and the other end of the drive piston 311 is connected to the clutch part 200. One end of the oil guide hub 312 is connected to the drive piston 311, and the other end of the oil guide hub 312 abuts against the balance piston 313. The end of the balance piston 313 away from the oil guide hub 312 is connected to the drive shaft 100. The drive piston 311, the oil guide hub 312, the balance piston 313, and the drive shaft 100 together define a lubrication chamber 420. The drive piston 311, the drive shaft 100, and the clutch part 200 together define a drive chamber 410. The flow control block 320 is connected to the drive piston 311.

[0049] To facilitate the rapid reset of the flow control block 320 to the first state after moving to the second state, please refer to [link / reference needed]. Figure 1 and combined Figure 2 and Figure 3 In this embodiment, the piston portion 300 further includes a first elastic element 330, and the flow control block 320 is connected to the piston assembly 310 via the first elastic element 330. Specifically, in this embodiment, one end of the first elastic element 330 is connected to the balance piston 313, and the other end of the first elastic element 330 is connected to the flow control block 320. The end of the flow control block 320 away from the first elastic element 330 is fixedly connected to the drive piston 311. That is, when drive fluid is introduced into the drive chamber 410, the flow control block 320 moves to the second state under the push of the drive piston 311, at which time the first elastic element 330 is in a compressed state. When the drive chamber 410 is depressurized, the pressure in the lubrication chamber 420 is less than that in the drive chamber 410, the piston assembly 310 moves towards the drive chamber 410, and the first elastic element 330 changes from a compressed state to an extended state, thereby pushing the flow control block 320 to the first state. That is, the flow control block 320 can be changed from the second state to the first state by the elastic force of the first elastic element 330.

[0050] In addition, to facilitate the rapid return of the drive piston 311 and the oil guide hub 312 to the first state after moving to the second state, please refer to [further details]. Figure 1 and combined Figure 2 and Figure 3In this embodiment, the piston portion 300 further includes a second elastic element 340. One end of the second elastic element 340 is connected to the oil guide hub 312, and the other end is connected to the balance piston 313. That is, when driving fluid is introduced into the drive chamber 410, the driving fluid pushes the drive piston 311 to move. Under the push of the drive piston 311, the oil guide hub 312 moves to the second state. At this time, the second elastic element 340 receives pressure from the oil guide hub 312 and transmits the force to the balance piston 313. When the drive chamber 410 is depressurized, the pressure in the lubrication chamber 420 is less than that in the drive chamber 410. The balance piston 313, the oil guide hub 312, and the drive piston 311 move towards the drive chamber 410. At this time, the second elastic element 340 applies a pushing force to the oil guide hub 312 and a pulling force to the balance piston 313, causing the balance piston 313, the oil guide hub 312, and the drive piston 311 to move to the first state. That is, the elastic force of the second elastic element 340 can make the drive piston 311, the oil guide hub 312 and the balance piston 313 quickly change from the second state to the first state.

[0051] In this embodiment, both the first elastic element 330 and the second elastic element 340 are springs. Of course, the springs can be replaced with other components that can move elastically in both directions, and this is not limited here.

[0052] Please see Figure 1 and combined Figure 2 and Figure 3 In this embodiment, when the driving piston 311, the oil guide hub 312, and the balance piston 313 move to the second state, a gap 500 is generated between the oil guide hub 312 and the balance piston 313, so that the lubrication chamber 420 communicates with the clutch part 200; when the driving piston 311, the oil guide hub 312, and the balance piston 313 move to the first state, the gap 500 between the oil guide hub 312 and the balance piston 313 closes to block the lubrication chamber 420 and the clutch part 200. The contact point between the oil guide hub 312 and the balance piston 313 has two opposing inclined surfaces. When the oil guide hub 312 moves to the second state under the push of the drive piston 311, the inclined surface of the oil guide hub 312 separates from the inclined surface of the balance piston 313. The horizontal plane of the balance piston 313 and the inclined surface of the oil guide hub 312 are at the same position along the axis of the transmission shaft 100. Therefore, a gap 500 is generated between the oil guide hub 312 and the balance piston 313, and the lubricating coolant in the lubrication chamber 420 can flow to the clutch part 200 through this gap 500. When the oil guide hub 312 moves to the first state under the drive piston 311, the two inclined surfaces of the oil guide hub 312 and the balance piston 313 abut together to seal the gap 500, thereby blocking the lubrication chamber 420 and the clutch part 200.

[0053] Furthermore, the oil guide hub 312 and the balance piston 313 can be spaced apart to ensure that the lubrication chamber 420 and the clutch part 200 are always in communication. The piston part 300 achieves the blocking and opening of the main lubrication oil passage 110 and the clutch part 200 by moving the position of the flow control block 320. Of course, the flow control block 320 can also be omitted, that is, the main lubrication oil passage 110 and the lubrication chamber 420 are always in communication, and the blocking and opening of the main lubrication oil passage 110 and the clutch part 200 are achieved by the generation and closing of the gap 500 between the oil guide hub 312 and the balance piston 313. Alternatively, the blocking and opening of the main lubrication oil passage 110 and the clutch part 200 can be controlled by simultaneously controlling the flow control block 320 and the generation and closing of the gap 500 between the oil guide hub 312 and the balance piston 313. The specific configuration can be determined according to the actual use requirements and is not limited here.

[0054] To balance the centrifugal force in the lubrication chamber when the wet clutch 1000 is not in operation, please refer to... Figure 1 and combined Figure 2 and Figure 3 In this embodiment, the balance piston 313 has a third lubricating oil passage 3131 near the drive shaft 100; the third lubricating oil passage 3131 communicates with the lubrication chamber 420; the drive shaft 100 has a fourth lubricating oil passage 120, which communicates with the main lubricating oil passage 110 and the third lubricating oil passage 3131. When the clutch 200 is blocked from the main lubricating oil passage 110, the oil in the main lubricating oil passage 110 flows through the fourth lubricating oil passage 120 and the third lubricating oil passage 3131 into the lubrication chamber to balance the centrifugal force. Furthermore, in order to simultaneously lubricate the bearing 800, the fourth lubricating oil passage 120 is located at the bearing 800 in this embodiment.

[0055] To ensure that the lubricating coolant in the lubrication chamber 420 can flow quickly to the clutch section 200, please refer to [further details needed]. Figure 1 and combined Figure 2 and Figure 3 In this embodiment, a second lubricating oil passage 31221 is provided on the oil guide hub 312. The second lubricating oil passage 31221 is used to connect the lubrication chamber 420 and the clutch part 200. Of course, it is also possible not to provide a lubricating oil passage on the oil guide hub 312, depending on the actual use requirements, and no limitation is made here.

[0056] To prevent the lubricating coolant in the lubrication chamber 420 from flowing out and to allow it to flow out as much as possible through the second lubrication oil passage 31221 to cool the clutch part 200, the oil guide hub 312 in this embodiment includes a connecting part 3121 and a guide part 3122 connected in sequence. The connecting part 3121 and the guide part 3122 are vertically connected. The connecting part 3121 is connected to the drive piston 311, and the guide part 3122 is connected to the balance piston 313. The guide part 3122 has a second lubrication oil passage 31221. The end of the guide part 3122 away from the drive piston 311 is bent towards the drive piston 311. By designing the end of the guide part 3122 to be bent, it can guide the lubricating coolant flowing out of the lubrication chamber 420, allowing most of the lubricating coolant to flow from the second lubrication oil passage 31221 to the clutch part 200.

[0057] In order to achieve axial positioning of the balance piston 313, the wet clutch 1000 in this embodiment also includes an output gear 600 and a support ring 700. The output gear 600 is connected to the drive shaft 100, one end of the support ring 700 is connected to the balance piston 313, and the other end of the support ring 700 is connected to the output gear 600.

[0058] Please continue reading. Figure 1 and combined Figure 2 and Figure 3 In this embodiment, the clutch part 200 includes an inner hub 220, an output gear 600, a housing 210, multiple steel plates 230, and multiple friction plates 240. The housing 210 is sleeved on the drive shaft 100, and the output gear 600 is connected to the drive shaft 100 via a bearing 800. The inner hub 220 is connected to the output gear 600. The housing 210 is sleeved on the drive shaft 100 and is sleeved on the outside of the inner hub 220. The multiple steel plates 230 and multiple friction plates 240 are all disposed between the inner hub 220 and the housing 210, and the multiple steel plates 230 and multiple friction plates 240 are arranged alternately along the axial direction of the input shaft; the outermost ends along the input shaft direction are all steel plates 230. The drive piston 311 can move along the axial direction of the drive shaft 100 to abut or move away from the steel plates 230; the drive piston 311, the housing 210, and the input shaft together define the drive oil chamber.

[0059] Specifically, in this embodiment, the outer shell 210 is connected to the drive shaft 100 by welding. The drive piston 311 is press-fitted into the chamber 400 defined by the outer shell 210 and the drive shaft 100. The outer shell 210, the drive shaft 100, and the drive piston 311 together define the drive chamber 410. The oil guide hub 312 is connected to the drive piston 311 by riveting. Of course, other connection methods can also be used, which are not limited here. The inner hub 220 is connected to the output gear 600 by welding. The drive shaft 100 has a groove for mounting the bearing 800. The output gear 600 is connected to the drive shaft 100 through the bearing 800. One end of the second elastic member 340 is connected to the oil guide hub 312, and the other end of the second elastic member 340 is connected to the balance piston 313. The second elastic member 340 has a certain preload during installation. A balance piston 313 is mounted on the gear of the drive shaft 100. The balance piston 313 is connected to the oil guide hub 312. The drive piston 311, oil guide hub 312, balance piston 313, and drive shaft 100 together define the lubrication chamber 420. One end of the support ring 700 is connected to the balance piston 313, and the other end is connected to the output gear 600. It is used to achieve axial positioning of the balance piston 313 and also to ensure that the first elastic element 330 and the second elastic element 340 have a certain preload initially. Multiple steel plates 230 are connected to the outer casing 210 via splines, and multiple friction plates 240 are connected to the inner hub 220 via splines. The multiple friction plates 240 and multiple steel plates 230 are installed alternately, with the outermost ends along the axial direction of the drive shaft 100 all being steel plates 230.

[0060] The clutch part 200 in this embodiment also includes a retaining ring 250, which is inserted into the outer shell 210 and cooperates with the steel plate 230 to support the pressure that presses the clutch part 200, so that the clutch part 200 can engage and work.

[0061] Please see Figure 2 To facilitate the rapid flow of lubricating coolant from the lubrication chamber 420 to the multiple steel plates 230 and friction plates 240, a fifth lubricating oil passage 221 is provided in the inner hub 220 near the second lubrication oil passage 31221 in this embodiment. The fifth lubricating oil passage 221 connects the second lubrication oil passage 31221 with the locations of the multiple friction plates 240 and the multiple steel plates 230. To cool the friction plates 240 and facilitate the flow of lubricating coolant, a sixth lubricating oil passage 211 is provided in the outer shell 210 in this embodiment. The lubricating coolant entering the multiple friction plates 240 and the multiple steel plates 230 flows out through the sixth lubricating oil passage 211.

[0062] The working principle of the wet clutch 1000 provided in this embodiment is as follows:

[0063] When the wet clutch 1000 is engaged, high-pressure oil is injected into the drive chamber 410, and the drive piston 311 300 moves to the second state to press against the clutch part 200, allowing the clutch part 200 to transmit torque or brake. Simultaneously, the piston 300 also connects the lubrication chamber 420 to the clutch part 200, providing lubrication and cooling. When the wet clutch 1000 is disengaged, i.e., the clutch part 200 of the wet clutch 1000 does not transmit torque or brake, the drive chamber 410 discharges drive fluid to relieve pressure. Due to the reduced pressure in the drive chamber 410, the piston 300 moves to the first state, where it does not contact the clutch part 200. Simultaneously, the piston 300 blocks the lubrication chamber 420 from the clutch part 200, preventing the supply of lubricating fluid to the clutch part 200.

[0064] In summary, the wet clutch 1000 includes a drive shaft 100, a clutch portion 200, and a piston portion 300. The drive shaft 100 has a main lubricating oil passage 110. The clutch portion 200 is connected to the drive shaft 100 and defines a chamber 400 with the drive shaft 100. The piston portion 300 is movably disposed within the chamber 400 and serves to divide the chamber 400 into a drive chamber 410 and a lubrication chamber 420. The drive chamber 410 is used to allow the flow of drive fluid. The piston portion 300 is used to switch between a first state and a second state, thereby blocking or connecting the main lubricating oil passage 110 and the clutch portion 200. Specifically, the main lubricating oil passage 110 is used to communicate with the clutch portion 200 through the lubrication chamber 420 when the piston portion 300 is driven to the second state by the drive fluid, and is also used to be blocked by the piston portion 300 when the piston portion 300 is in the first state. Through the above design, when the wet clutch 1000 is in operation, high-pressure oil is injected into the drive chamber 410, driving the piston 311 (300) to move to the second state to press against the clutch part 200, allowing the clutch part 200 to transmit torque or brake. Simultaneously, the piston 300 also connects the lubrication chamber 420 to the clutch part 200, providing lubrication and cooling. When the wet clutch 1000 is not in operation, i.e., the clutch part 200 of the wet clutch 1000 does not transmit torque or brake, the drive chamber 410 discharges drive fluid to relieve pressure. Due to the reduced pressure in the drive chamber 410, the piston 300 moves to the first state, where it does not contact the clutch part 200. Simultaneously, the piston 300 blocks the lubrication chamber 420 from the clutch part 200, preventing the supply of lubricating fluid to the clutch part 200. That is, the wet clutch 1000 can selectively input cooling and lubricating fluid into the clutch part 200 according to the engagement state of the clutch part 200, thereby controlling the flow rate of the lubricating and cooling fluid, thereby reducing the clutch drag torque and reducing the amount of lubricating oil used.

[0065] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A wet clutch, characterized in that, include: The drive shaft (100) has a main lubrication oil passage (110). The clutch (200) is connected to the drive shaft (100) and defines a chamber (400) with the drive shaft (100). A piston section (300) is movably disposed within a chamber (400) and is used to divide the chamber (400) into a drive chamber (410) and a lubrication chamber (420). The drive chamber (410) is used to introduce drive fluid. The piston section (300) is used to switch between a first state and a second state, thereby blocking or opening the main lubrication oil passage (110) and the clutch section (200). The main lubrication passage (110) is used to communicate with the clutch (200) through the lubrication chamber (420) when the piston (300) is driven to the second state by the driving fluid, and is also used to be blocked by the piston (300) when the piston (300) is in the first state. The piston section (300) includes a piston assembly (310) and a flow control block (320). The piston assembly (310) is used to divide the chamber (400) into a drive chamber (410) and a lubrication chamber (420). The flow control block (320) is connected to the piston assembly (310) and is movably disposed in the lubrication chamber (420). A first lubricating oil passage (321) is provided on the flow control block (320). The flow control block (320) is used to connect the main lubricating oil passage (110) and the lubrication chamber (420) through the first lubricating oil passage (321) when the piston assembly (310) moves to the second state, thereby connecting the main lubricating oil passage (110) and the clutch part (200); and the flow control block (320) is used to prevent the first lubricating oil passage (321) from connecting with the main lubricating oil passage (110) when the piston assembly (310) moves to the first state, thereby blocking the main lubricating oil passage (110) and the clutch part (200). The piston assembly (310) includes a drive piston (311), an oil guide hub (312), and a balance piston (313). One end of the drive piston (311) is connected to the drive shaft (100), and the other end of the drive piston (311) is connected to the clutch (200). One end of the oil guide hub (312) is connected to the drive piston (311), and the other end of the oil guide hub (312) abuts against the balance piston (313). The end of the balance piston (313) away from the oil guide hub (312) is connected to the drive shaft (100). The drive piston (311), the oil guide hub (312), the balance piston (313), and the drive shaft (100) together define a lubrication chamber (420). The drive piston (311), the drive shaft (100), and the clutch (200) together define a drive chamber (410). The flow control block (320) is connected to the drive piston (311). When the drive piston (311), oil guide hub (312) and balance piston (313) move to the second state, a gap (500) is generated between the oil guide hub (312) and the balance piston (313), so that the lubrication chamber (420) communicates with the clutch (200); When the drive piston (311), oil guide hub (312) and balance piston (313) move to the first state, the gap (500) between the oil guide hub (312) and the balance piston (313) closes to block the lubrication chamber (420) and the clutch (200). A second lubricating oil passage (31221) is provided on the oil guide hub (312), which is used to connect the lubrication chamber (420) and the clutch part (200). The oil guide hub (312) includes a connecting part (3121) and a guide part (3122) connected in sequence. The connecting part (3121) and the guide part (3122) are vertically connected. The connecting part (3121) is connected to the drive piston (311), and the guide part (3122) is connected to the balance piston (313). The guide part (3122) has a second lubricating oil passage (31221). The end of the guide part (3122) away from the drive piston (311) is bent toward the balance piston (313).

2. The wet clutch according to claim 1, characterized in that, The piston section (300) also includes a first elastic element (330), and the flow control block (320) is connected to the piston assembly (310) via the first elastic element (330).

3. The wet clutch according to claim 1 or 2, characterized in that, The piston part (300) also includes a second elastic element (340), one end of which is connected to the oil guide hub (312), and the other end of which is connected to the balance piston (313).

4. The wet clutch according to claim 1, characterized in that, The balance piston (313) has a third lubricating oil passage (3131) near the drive shaft (100); the third lubricating oil passage (3131) is connected to the lubrication chamber (420); the drive shaft (100) has a fourth lubricating oil passage (120), which is connected to the main lubricating oil passage (110) and the third lubricating oil passage (3131).

5. The wet clutch according to claim 1, characterized in that, The wet clutch (1000) also includes an output gear (600) and a support ring (700). The output gear (600) is connected to the drive shaft (100), one end of the support ring (700) is connected to the balance piston (313), and the other end of the support ring (700) is connected to the output gear (600).

6. A power assembly, characterized in that, Includes the wet clutch (1000) according to any one of claims 1-5.

7. A vehicle, characterized in that, Includes the wet clutch (1000) of any one of claims 1-5 or the power assembly of claim 6.

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