Self-adjusting clutch assembly of heavy truck

Abstract

The self-adjusting clutch assembly of the heavy truck comprises a flywheel, a clutch gland and a driven shaft, a mounting cavity is formed between the flywheel and the clutch gland, a driven connecting device and a pressure plate are sequentially arranged in the mounting cavity, one end of the driven shaft is located in the mounting cavity, and a clutch control mechanism is arranged at the other end of the driven shaft. A spline is arranged in the middle of the driven shaft; the pressure plate comprises an elastic pressure plate and a middle pressure plate, an elastic element is arranged on the side, close to the clutch gland, of the elastic pressure plate, the driven connecting device comprises a first driven plate and a second driven plate, the first driven plate and the second driven plate are arranged on the two sides of the middle pressure plate respectively, and the second driven plate is located between the middle pressure plate and the elastic pressure plate. The elastic element pushes the elastic pressing disc, the second driven disc, the middle pressing disc and the first driven disc to be fixed to the flywheel in a friction mode and keep synchronous rotation. Spline grooves are formed in the centers of the first driven disc, the second driven disc and the middle pressing disc, the overall structure is stable, and the use cost is low.

Description

Technical Field

[0001] The present invention relates to the technical field of clutches, and particularly to a self-adjusting clutch assembly for heavy trucks. Background Art

[0002] The clutch of a heavy truck is one of the key components of a heavy commercial vehicle. It is located between the engine and the gearbox and plays a transitional role. In addition, it ensures that the vehicle can start smoothly and shift gears smoothly, thus avoiding affecting the transmission system due to excessive load and extending the service life of the gearbox.

[0003] The existing patent document with the patent application number CN201310400895.3 discloses a torsional vibration damping electromagnetic clutch assembly for heavy trucks, belonging to the field of mechatronics technology. It solves the problem of poor structural reliability of the buffer damping structure in the existing electromagnetic clutch assembly. This torsional vibration damping electromagnetic clutch assembly for heavy trucks includes a flange shaft, and a disk, a fan connection disk, and a fan that are sequentially sleeved outside the flange shaft. The disk is circumferentially fixed to the flange shaft, and an electromagnetic clutch mechanism is also provided at the disk. The fan connection disk includes a fan driving connection disk and a fan driven connection disk disposed between the disk and the fan. The fan driven connection disk is fixedly connected to the fan. The electromagnetic clutch mechanism can fix the circumferential position of the fan driving connection disk and the disk when energized. Several elastic members are also provided between the fan driving connection disk and the fan driven connection disk.

[0004] The above structure is based on a diaphragm spring clutch, and its disadvantages are obvious. The diaphragm spring clutch has a short service life and needs to be frequently overhauled and replaced. The cost of the diaphragm spring clutch is relatively high, and the maintenance and use costs are high. At the same time, the structure of the diaphragm spring clutch is relatively complex, and its installation requires a high technical level. Although it has a relatively excellent use experience, its high use cost makes it unable to be used as a conventional accessory. Considering that the freight rate of existing domestic truck drivers is much lower than the international level, it is necessary to design a truck clutch with a stable structure and low use cost. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a self-adjusting clutch assembly for heavy trucks with a stable structure.

[0006] The technical solution adopted by the present invention to solve the above technical problem is: a self-adjusting clutch assembly for heavy trucks, including: a flywheel, a clutch cover, and a driven shaft. An installation cavity is formed between the flywheel and the clutch cover. A driven connection device and a pressure plate are sequentially arranged in the installation cavity. One end of the driven shaft is located in the installation cavity, and a clutch control mechanism is arranged at the other end of the driven shaft. A spline is arranged in the middle of the driven shaft.

[0007] The above-mentioned pressure plate includes an elastic pressure plate and an intermediate pressure plate. An elastic element is provided on one side of the elastic pressure plate close to the clutch pressure cover. The above-mentioned driven connection device includes a first driven disk and a second driven disk. The first driven disk and the second driven disk are respectively arranged on both sides of the intermediate pressure plate. The second driven disk is located between the intermediate pressure plate and the elastic pressure plate. The elastic element pushes the elastic pressure plate, the second driven disk, the intermediate pressure plate and the first driven disk to be frictionally fixed to the above-mentioned flywheel and keep synchronous rotation;

[0008] Spline grooves are provided at the centers of the above-mentioned first driven disk, second driven disk and intermediate pressure plate, and the above-mentioned spline grooves match the above-mentioned splines.

[0009] Preferably, the above-mentioned first driven disk includes a driven disk hub and a shock absorber disk sleeved on the driven disk hub. Friction plates are provided on both sides of the shock absorber disk, and a plurality of heat dissipation holes and shock absorption springs are provided in the circumferential direction of the shock absorber disk.

[0010] Preferably, the above-mentioned friction plate is made of cermet material, and the friction coefficient is 0.25 - 0.4.

[0011] Preferably, the above-mentioned first driven disk and the second driven disk have the same structure and are symmetrically or arranged side by side on both sides of the above-mentioned intermediate pressure plate.

[0012] Preferably, the above-mentioned elastic pressure plate includes an inner disk surface and an outer disk surface. An adaptive adjustment device is provided on the inner disk surface, a separation mechanism is provided on the outer disk surface, and the elastic element is provided on the outer disk surface.

[0013] Preferably, the above-mentioned elastic element includes a plurality of layers of compression springs arranged circumferentially. A plurality of circumferentially arranged spring clamping posts are provided on the outer disk surface. One end of each of the above-mentioned compression springs is clamped on the corresponding spring clamping post, and the other end of the spring clamping post abuts against the inner wall of the above-mentioned clutch pressure cover. A ventilation port is provided on the side wall of the above-mentioned clutch pressure cover.

[0014] Preferably, the above-mentioned separation mechanism includes a release bearing and a plurality of release levers. The bottom of each of the above-mentioned release levers is hinged and fixed on the above-mentioned outer disk surface. The upper ends of each of the above-mentioned release levers are in front of the release bearing, and the spacing is maintained at 0.25 - 0.4 mm. The rear of the above-mentioned release bearing abuts against the above-mentioned clutch control mechanism.

[0015] Preferably, a movable groove is provided at the end of the above-mentioned driven shaft. The above-mentioned clutch control mechanism is sleeved on the above-mentioned movable groove. The above-mentioned clutch control mechanism pushes the above-mentioned release bearing to move forward, so that all the release levers reversely push the above-mentioned elastic pressure plate.

[0016] Preferably, a plurality of clamping blocks are arranged circumferentially on the release bearing close to the clutch control mechanism, and a gland torsion spring is movably clamped on each clamping block, and the other end of each gland torsion spring abuts against the inner wall of the clutch cover.

[0017] Preferably, the adaptive adjustment device includes a thrust ring and an adjustment disk arranged in sequence, and two symmetrically arranged wedge-shaped compensation rings are arranged between the thrust ring and the adjustment disk. Each wedge-shaped compensation ring is formed by connecting the heads and tails of two semi-circular rings with gradually increasing thickness. A locking spring and a locking ring are also arranged on the thrust ring, and a locking groove for cooperating with the spline is arranged on the locking ring.

[0018] The beneficial effects of the present invention are as follows: 1. By selecting circumferentially arranged compression springs as the basis and setting two driven disks, friction plates are arranged on both sides to increase the friction force, so that under harsh conditions, the present invention can stably transmit ultra-high torque;

[0019] 2. By setting a separating mechanism, the release bearing cooperates with a plurality of separating rods, the separation is clean and thorough, and the impact is small and gentle during combination, so that the operation is light and the operation is stable; the overall service life is long;

[0020] 3. In order to make up for the loss of the friction plate, an adaptive adjustment device is set to maintain stable transmission;

[0021] 4. By selecting metal ceramic as the material for the friction plate, the present invention ensures that it has sufficient strength, wear resistance, thermal stability and running-in performance, and will not occur adhesion phenomenon. Multiple heat dissipation holes are provided, and the heat dissipation ability is strong. Description of the Drawings

[0022] Figure 1 It is the overall structure diagram of the self-adjusting clutch of the heavy truck in the present invention;

[0023] Figure 2 It is the side view of the self-adjusting clutch of the heavy truck in the present invention;

[0024] Figure 3 It is the cross-sectional view of the self-adjusting clutch of the heavy truck in the present invention;

[0025] Figure 4 It is the explosion diagram of the self-adjusting clutch of the heavy truck in the present invention;

[0026] Figure 5 It is the internal structure diagram of the self-adjusting clutch of the heavy truck in the present invention;

[0027] Figure 6 It is the structure diagram of the first driven disk in the present invention;

[0028] Figure 7 It is the side view of the elastic pressure plate in the present invention;

[0029] Figure 8 Front view of the elastic pressure plate of the present invention;

[0030] Figure 9 Stereogram of the separating mechanism of the present invention;

[0031] Figure 10 Stereogram of the adaptive adjustment device of the present invention;

[0032] Figure 11 Exploded view of the adaptive adjustment device of the present invention;

[0033] Figure 12 Schematic structural view of the wedge-shaped compensation ring in the present invention;

[0034] Reference numerals: 1, flywheel; 10, mounting cavity; 2, clutch cover; 20, ventilation opening; 3, driven shaft; 30, movable groove; 31, spline; 4, driven connecting device; 400, spline groove; 41, first driven disk; 410, heat dissipation hole; 411, driven disk hub; 412, shock absorber disk; 413, friction plate; 414, shock absorption spring; 42, second driven disk; 5, pressure plate; 51, elastic pressure plate; 511, inner disk surface; 512, outer disk surface; 52, intermediate pressure plate; 6, clutch control mechanism; 7, elastic element; 71, compression spring, 72, spring clamping column; 8, adaptive adjustment device; 81, thrust ring; 82, adjustment disk; 83, wedge-shaped compensation ring; 84, locking spring; 85, locking ring; 86, locking card slot; 9, separating mechanism; 91, release bearing; 92, release lever; 93, block; 94, cover torsion spring. Detailed implementation manners

[0035] Now, the present invention will be further described in detail with reference to the accompanying drawings and preferred embodiments. These drawings are all simplified schematic diagrams, only illustrating the basic structure of the present invention in a schematic manner, so they only show the components related to the present invention.

[0036] The present invention takes the Jiefang J6L truck as the research and design object, combines the basic parameters of this model of vehicle to complete the structural design of its circumferentially arranged compression spring clutch, and then uses software for 3D modeling and completes the finite element analysis of relevant important components to ensure its safe usability. The purpose is to reduce the manufacturing cost of the clutch and improve the transmission capacity and service life of the heavy truck clutch.

[0037] The detailed implementation manners are as follows, as Figures 1 to 12As shown in the figure, the present invention provides a self - adjusting clutch assembly for heavy - duty trucks, mainly including: a flywheel 1, a clutch cover 2 and a driven shaft 3. An installation cavity 10 is formed between the flywheel 1 and the clutch cover 2. A driven connection device 4 and a pressure plate 5 are sequentially arranged in the installation cavity 10. One end of the driven shaft 3 is located in the installation cavity 10, and a clutch control mechanism 6 is arranged at the other end of the driven shaft 3.

[0038] The clutch cover 2 is fixed to one end of the flywheel 1 and rotates together with the flywheel 1. The clutch cover 2 has a supporting effect on the internal clutch parts. The circumference of the clutch cover 2 should be consistent with that of the flywheel 1 to prevent damage to the internal balance of the clutch during overall rotation, and alignment pins or bolts are used for centering.

[0039] To achieve better cooling effect inside the clutch, a plurality of ventilation openings 20 are opened on the clutch cover 2 to enhance the cooling effect of the clutch cover. The outer diameter D of the clutch cover 2 is 430 mm, and the inner diameter d is 240 mm.

[0040] The clutch control mechanism 6 is connected to the clutch pedal of the truck. When the driver presses the clutch pedal, the clutch control mechanism 6 outputs a force to separate the driven connection device 4 and the pressure plate 5 from the flywheel 1, thereby disconnecting the power transmission. Then, shifting gears can be carried out. After the clutch pedal is released, the clutch control mechanism 6 withdraws the force, causing the driven connection device 4 and the pressure plate 5 to frictionally connect with the flywheel 1, maintaining synchronous rotation and sustaining power transmission.

[0041] As Figures 3 - 5 shown in the figure, the pressure plate 5 of the present invention includes an elastic pressure plate 51 and an intermediate pressure plate 52. An elastic element 7 is arranged on the side of the elastic pressure plate 51 close to the clutch cover 2. The driven connection device 4 includes a first driven disk 41 and a second driven disk 42. The first driven disk 41 and the second driven disk 42 are respectively arranged on both sides of the intermediate pressure plate 52, and the second driven disk 42 is located between the intermediate pressure plate 52 and the elastic pressure plate 51.

[0042] The materials of the elastic pressure plate 51 and the intermediate pressure plate are HT200. The thickness of the elastic pressure plate 51 is 15 mm, and the thickness of the intermediate pressure plate is 30 mm.

[0043] As Figures 5 - 6 shown in the figure, a spline 31 is arranged in the middle of the driven shaft 3. Spline grooves 400 are arranged at the centers of the first driven disk 41, the second driven disk 42 and the intermediate pressure plate 52, and the spline grooves 400 match the spline 31.

[0044] As Figure 5 shown in the figure, the elastic element 7 pushes the elastic pressure plate 51, the second driven disk 42, the intermediate pressure plate 52 and the first driven disk 41 to frictionally fix with the flywheel 1 and maintain synchronous rotation;

[0045] To improve the overall torque transmission, the present invention provides a dual driven disc, namely a first driven disc 41 and a second driven disc 42. The first driven disc 41 and the second driven disc 42 have the same structure and are symmetrically or arranged side by side on both sides of the intermediate pressure plate 52.

[0046] As Figure 6 shown, the first driven disc 41 includes a driven disc hub 411 and a shock absorber disc 412 sleeved on the driven disc hub 411. Friction plates 413 are provided on both sides of the shock absorber disc 412, and a plurality of heat dissipation holes 410 and shock absorption springs 414 are provided in the circumferential direction of the shock absorber disc 412.

[0047] The design of the two driven discs will increase the axial dimension, but the increase in the number of friction surfaces also increases the upper limit of the transmitted torque, and the engagement between the devices is smoother. An intermediate pressure plate 52 is also added between the first driven disc 41 and the second driven disc 42 for buffering.

[0048] The outer diameter of the friction plate 413 has a certain influence on the transmission of the maximum torque of the engine. Selecting a reasonable friction plate will make the service life of the clutch longer. The friction plate 413 is made of cermet material, and the friction coefficient is 0.40 - 0.45.

[0049] When a large torque force needs to be transmitted, a larger friction plate should also be selected. Therefore, when calculating the friction plate, it is selected according to the maximum torque T emax (N·m) of the engine, and according to the formula:

[0050]

[0051] In the formula, D is the outer diameter of the friction plate. According to the selected vehicle model, its maximum torque is 1000 N·m, and the outer diameter of the friction plate is calculated as:

[0052]

[0053] Here, a friction plate with an outer diameter of 430 mm, an inner diameter d of 240 mm, and a thickness h of 4 mm is selected.

[0054] The shock absorption springs 414 will be subjected to stress and other factors from multiple angles, but the greatest influence is still the maximum torque output by the engine. The number of shock absorption springs 414 is 12, and 6 are provided in the circumferential direction of each shock absorber disc 412.

[0055] When installing the shock absorption spring, its position is within a reasonable range. The interval radius R0 is obtained by an empirical formula:

[0056] R0 = (0.60 - 0.75)d / 2;

[0057] Then

[0058] The maximum torque T transmitted by the damping spring J When it reaches the maximum value, the pressure on the spring is:

[0059]

[0060] When the shock absorber increases from the pre-tightening torque to the limit torque, the limit angle of rotation φ of the driven disk hub relative to the driven disk j is:

[0061]

[0062] Δl is the relative distance during the compression and recovery of the damping spring, φ j Usually takes 3 - 12 degrees, here φ is selected j = 12 degrees, then Δl is approximately 10.68 mm.

[0063] According to the clutch load of different vehicle models, the β value is generally 1.2 to 4.0, so as to ensure that the clutch can reliably transmit the corresponding torque and can also prevent the transmission system from overloading and provide a certain protection for the engine and gearbox. In this embodiment, β = 3.

[0064] In order to ensure that the torsional shock absorber does not shift in its position, the inner diameter of the friction plate is greater than the position diameter 2R0 of the shock absorber spring by 50 mm more, that is, the formula is obtained:

[0065] d > 2R0 + 50 mm;

[0066] In this design, the inner diameter of the friction plate is 240 mm, then when R0 = 84 mm, 2R0 + 50 mm = 218 meets the constraint conditions.

[0067] Specifically, as Figures 7 - 9 shown, the elastic pressure plate 51 of the present invention includes an inner disk surface 511 and an outer disk surface 512. An adaptive adjustment device 8 is provided on the inner disk surface 511, a separation mechanism 9 is provided on the outer disk surface 512, and the elastic element 7 is provided on the outer disk surface 512.

[0068] The elastic element 7 includes two circles of circumferentially arranged compression springs 71. A plurality of circumferentially arranged spring retaining posts 72 are provided on the outer disk surface 512. One end of each compression spring 71 is clamped on the corresponding spring retaining post 72, and the other end of the spring retaining post 72 abuts against the inner wall of the clutch cover 2.

[0069] In order to increase the supporting surface area at both ends of the compression spring, both ends of the compression spring 71 are processed to be compact and ground flat, so that the forces on each circle in the circumferentially arranged compression springs are more uniform, and the perpendicularity deviation of the spring is smaller.

[0070] The pressure springs 71 are evenly distributed on the elastic pressure plate 51. As the diameter of the friction plate increases, the number of springs on the elastic pressure plate 51 can be appropriately increased to ensure that the pressure brought by the elastic pressure plate 51 to the driven disc is evenly distributed when the clutch is engaged. At the same time, when arranging the pressure springs 71 in a circle, space should be reserved for the release mechanism 9.

[0071] The number of springs Z should be selected according to the outer diameter of the friction plate during design, and the working pressure P of each spring is calculated as follows:

[0072] P = P∑ / Z;

[0073] In the formula, P∑ is the total working pressure, 10976 N; Z is the number of clutch pressure springs, which is 24 here, and P = 457.33 N.

[0074] During actual use, the working pressure P borne by each pressure spring 71 shall not exceed 1100 N, and the outer diameter of the pressure spring 71 is usually 27 - 30 mm.

[0075] For the selection of the material of the pressure spring 71, since it is used in heavy trucks, its strength and elastic characteristics should be ensured not to change during long-term use. Therefore, the material of the spring is selected as 60CrMnA.

[0076] As Figures 8 - 9 shown, the release mechanism 9 of the clutch is a control system that enables the driver to more conveniently control the separation and engagement of the clutch. When the driver presses the clutch pedal, it will ultimately act on the release bearing 91 inside the clutch housing through a series of mechanical transmissions. The release mechanism 9 of the heavy truck clutch must first adapt to frequent use. Therefore, on the basis of durability, the release mechanism 9 also needs to be lightweight, so that the clutch pedal can be operated without applying too much force, and at the same time, the pedal also requires a certain correction mechanism.

[0077] In the present invention, the release mechanism 9 includes a release bearing 91 and six release levers 92, and the six release levers 92 are arranged circumferentially around the release bearing 91.

[0078] The bottom of each release lever 92 is hinged and fixed on the outer disc surface 512. The upper end of each release lever 92 is in front of the release bearing 91, and the spacing is maintained at 2.5 - 4 mm. The rear of the release bearing 91 abuts against the clutch control mechanism 6. A plurality of blocks 93 are provided on the circumference of the release bearing 91 close to the clutch control mechanism 6. Each block 93 is movably clamped with a gland torsion spring 94, and the other end of each gland torsion spring 94 abuts against the inner wall of the clutch cover 2. The gland torsion spring 94 serves as a correction mechanism and plays a role in adjusting and restoring the initial state of the release bearing 91.

[0079] An active slot 30 is provided at the end of the driven shaft 3. The clutch control mechanism 6 is sleeved on the active slot 30. The clutch control mechanism 6 pushes the release bearing 91 forward, causing all the release levers 92 to reversely push the elastic pressure plate 51.

[0080] After the driver steps on the clutch pedal, the release bearing 91 is pushed by the clutch control mechanism 6. The release bearing 91 approaches and pushes the tops of all the release levers 92, causing the lower ends of the release levers 92 to move and drive the entire elastic pressure plate 51 to move backward, thereby separating the flywheel 1 and the driven connection device 4 and disconnecting the power output. When the gearshift of the gearbox is completed, the release bearing 91 moves away from the release lever 92. At the same time, the compression spring 71 pushes the elastic pressure plate 51 forward, causing the flywheel 1 and the driven connection device 4 to be frictionally connected and re-transmit the power.

[0081] The clutch free clearance △t refers to the axial movable range between the release bearing and the inner end of the release lever when the clutch is in the engaged state and the pressure plate tightly presses on the friction plate of the driven disc. Since a double-driven disc is selected above, under normal wear, the wear amount of the friction plate also increases exponentially. To ensure that the clutch can still be normally engaged for a long time after the friction plate wears, a gap should be left between the release bearing and the inner end of the release lever. The clutch clearance of heavy trucks is generally 2.5 - 4 mm. Since this design is a double-driven disc, △t = 4 mm is taken as required.

[0082] As Figure 5 shown, in order to maintain the constant pressing force characteristic of the compression spring 71 in the case of wear of the friction plate of the driven disc, thereby ensuring a reduction in the torque efficiency of the automotive clutch, a reduction in the pedal force, and an improvement in the ride comfort, the present invention provides an adaptive adjustment device 8, which is arranged on the inner disc surface of the elastic pressure plate 51 and is between the elastic pressure plate 51 and the second driven disc 42. The adjustment disc 82 abuts against the friction plate 413 on the second driven disc 42.

[0083] Specifically, Figures 10 - 12 as shown, the adaptive adjustment device 8 includes a thrust ring 81 and an adjustment disc 82 arranged in sequence. Two symmetrically arranged wedge-shaped compensation rings 83 are provided between the thrust ring 81 and the adjustment disc 82. Each wedge-shaped compensation ring 83 is formed by connecting the heads and tails of two semi-circular rings with gradually increasing thickness. A locking spring 84 and a locking ring 85 are also provided on the thrust ring 81. A locking groove 86 for cooperating with the spline 31 is provided on the locking ring 85.

[0084] When the friction plate 413 wears, the elastic pressure plate 51 and the adjusting plate 82 move together towards the driven connection device 4. At this time, the thrust ring 81 lifts to give an initial moving force to the two wedge-shaped compensation rings 83, making them contact the friction plate 413 to keep it in the position before wear (equivalent to increasing the thickness of the elastic pressure plate 51). The surface of the elastic pressure plate 51 in contact with the friction plate 413 remains unchanged due to the spring action. The contact between the friction plate 413 and the elastic pressure plate 51 can complete the normal clutch engagement state, and the driven shaft 2 rotates accordingly. The locking groove 86 on the locking ring 85 meshes with the gear and also makes a rotating movement. Due to inertia, a radial force is generated to lock the two wedge-shaped compensation rings 83, achieving the result of self-adjusting incremental compensation and compensating for the wear thickness loss of the friction plate 413.

[0085] Based on the selection of circumferentially arranged compression springs, the present invention sets two driven discs, with friction plates provided on both sides to increase the friction force, enabling stable transmission of ultra-high torque under harsh conditions; the release bearing of the release mechanism cooperates with multiple release levers, providing a clean and thorough release and a gentle impact during engagement, making the operation light and the operation stable; the overall service life is long; to compensate for the loss of the friction plate, an adaptive adjustment device is provided to maintain stable transmission; by using cermet as the material for the friction plate, it ensures sufficient strength, wear resistance, thermal stability, and running-in performance, and will not occur adhesion phenomenon. Multiple heat dissipation holes are provided, with strong heat dissipation ability, basically enabling long-term use under complex working conditions, and reducing the overall use and maintenance costs.

[0086] What is described in the above specification is only the specific implementation manners of the present invention. Various examples do not constitute limitations to the essential content of the present invention. Those of ordinary skill in the art can modify or deform the above-described specific implementation manners after reading the specification without departing from the essence and scope of the invention.

Claims

1. A self-adjusting clutch assembly for a heavy-duty truck, characterized in that, Including: A flywheel (1), a clutch cover (2) and a driven shaft (3). An installation cavity (10) is formed between the flywheel (1) and the clutch cover (2). A driven connection device (4) and a pressure plate (5) are sequentially arranged in the installation cavity (10). One end of the driven shaft (3) is located in the installation cavity (10), and a clutch control mechanism (6) is arranged at the other end of the driven shaft (3). A spline (31) is arranged in the middle of the driven shaft (3). The pressure plate (5) includes an elastic pressure plate (51) and an intermediate pressure plate (52). An elastic element (7) is arranged on the side of the elastic pressure plate (51) close to the clutch cover (2). The driven connection device (4) includes a first driven disc (41) and a second driven disc (42). The first driven disc (41) and the second driven disc (42) are respectively arranged on both sides of the intermediate pressure plate (52). The second driven disc (42) is located between the intermediate pressure plate (52) and the elastic pressure plate (51). The elastic element (7) pushes the elastic pressure plate (51), the second driven disc (42), the intermediate pressure plate (52) and the first driven disc (41) to be frictionally fixed to the flywheel (1) and keep synchronous rotation. Spline grooves (400) are arranged at the centers of the first driven disc (41), the second driven disc (42) and the intermediate pressure plate (52), and the spline grooves (400) are matched with the spline (31).

2. The self-adjusting clutch assembly for heavy trucks according to claim 1, characterized in that, The first driven disc (41) includes a driven disc hub (411) and a shock absorber disc (412) sleeved on the driven disc hub (411). Friction plates (413) are arranged on both sides of the shock absorber disc (412). A plurality of heat dissipation holes (410) and shock absorber springs (414) are arranged in the circumferential direction of the shock absorber disc (412).

3. The self-adjusting clutch assembly for heavy trucks according to claim 2, wherein The friction plate (413) is made of cermet material, and the friction coefficient is 0.40 - 0.

45.

4. The self-adjusting clutch assembly for a heavy-duty truck according to claim 2, characterized in that, The first driven disc (41) and the second driven disc (42) have the same structure and are symmetrically or arranged side by side on both sides of the intermediate pressure plate (52).

5. The self-adjusting clutch assembly for a heavy-duty truck according to claim 1, wherein The elastic pressure plate (51) includes an inner disc surface (511) and an outer disc surface (512). An adaptive adjustment device (8) is arranged on the inner disc surface (511), and a separation mechanism (9) is arranged on the outer disc surface (512). The elastic element (7) is arranged on the outer disc surface (512).

6. The self-adjusting clutch assembly for a heavy-duty truck according to claim 5, characterized in that, The elastic element (7) includes a plurality of layers of compression springs (71) arranged in a circumferential manner. A plurality of circumferentially arranged spring clamping posts (72) are arranged on the outer disc surface (512). One end of each compression spring (71) is clamped on the corresponding spring clamping post (72), and the other end of the spring clamping post (72) abuts against the inner wall of the clutch cover (2). A ventilation port (20) is arranged on the side wall of the clutch cover (2).

7. The self-adjusting clutch assembly for heavy-duty trucks according to claim 6, characterized in that, The separation mechanism (9) includes a release bearing (91) and a plurality of release levers (92). The bottom of each release lever (92) is hinged and fixed to the outer disk surface (512). The upper end of each release lever (92) is in front of the release bearing (91), with a spacing of 2.5 - 4 mm maintained. The rear of the release bearing (91) abuts against the clutch control mechanism (6).

8. The self-adjusting clutch assembly for heavy trucks according to claim 7, characterized in that, An activity groove (30) is provided at the end of the driven shaft (3). The clutch control mechanism (6) is sleeved on the activity groove (30). The clutch control mechanism (6) pushes the release bearing (91) to move forward, causing all the release levers (92) to reversely push the elastic pressure plate (51).

9. The self-adjusting clutch assembly for heavy-duty trucks according to claim 8, characterized in that, A plurality of clamping blocks (93) are provided on the circumference of the release bearing (91) close to the clutch control mechanism (6). A gland torsion spring (94) is movably clamped on each clamping block (93), and the other end of each gland torsion spring (94) abuts against the inner wall of the clutch cover (2).

10. The self-adjusting clutch assembly for heavy trucks according to claim 5, characterized in that, The adaptive adjustment device (8) includes a thrust ring (81) and an adjustment disk (82) arranged in sequence. Two symmetrically arranged wedge-shaped compensation rings (83) are provided between the thrust ring (81) and the adjustment disk (82). Each wedge-shaped compensation ring (83) is formed by connecting the heads and tails of two semi-circular rings with gradually increasing thickness. A locking spring (84) and a locking ring (85) are also provided on the thrust ring (81). A locking card slot (86) for cooperating with the spline (31) is provided on the locking ring (85).

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