High-speed compact multi-disc friction clutch

Abstract

The invention discloses a high-speed compact multi-disc friction clutch, and relates to the technical field of mechanical transmission. The problems that in the prior art, the internal structure is complex, the overall weight is heavy, the lightweight design requirement cannot be met, and the clutch is not suitable for the high-speed running working condition are solved. An input gear and an input shaft are in conical surface interference connection, a piston takes the input gear and the input shaft as an inner ring guide and an outer ring guide respectively, and a middle space between the piston and the input gear is used as a working oil cavity; the end plates are radially and axially positioned through the end plate positioning rings which are in interference fit with the end plates, so that the weight is reduced; the gear ring and the output gear are designed into a whole, tooth grooves of the gear ring and outer teeth of the friction plate are dovetail-shaped, automatic centering is achieved, the contact strength of tooth surfaces of the friction plate is guaranteed, oil spraying holes do not need to be additionally machined, the oil discharging speed is increased, the radial size of the gear ring is reduced, and the weight is reduced. Threaded through holes are evenly distributed in the input gear, and an emergency bolt with two sections of threads is installed in each hole. The invention is used for connecting the input shaft and the output shaft.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mechanical transmission, in particular to a high-speed compact multi-plate friction clutch for a gear box. BACKGROUND

[0002] As a key transmission component capable of realizing power transmission, interruption and overload protection, the multi-plate friction clutch is widely used in various gear box transmission systems of ships, vehicles, engineering machinery and the like. The basic working principle thereof is to drive a piston by hydraulic pressure or pneumatic pressure, press the alternately arranged friction plates and the mating plate set, and utilize the friction force to transmit power from the input side to the output side.

[0003] At present, in high-speed and high-power transmission occasions, although the traditional multi-plate friction clutch can realize the basic functions of connection and torque transmission, its structural design has gradually been difficult to meet the stringent requirements of modern industry on the light weight, compactness and high reliability of the transmission system. The existing technologies, such as the one shown in Figure 1 have the following deficiencies:

[0004] Firstly, the structure is complex, and there are many connecting parts, resulting in a large volume and heavy weight. As shown in Figure 1 The input assembly of the traditional clutch is usually arranged at the shaft end of the gear box input shaft, and the oil cylinder 130 and the friction plate seat 60, the friction plate seat 60 and the end plate 40, the clutch positioning end ring 160 and the gear box input shaft 120 all need to be connected and fixed by fasteners such as bolts and positioning pins. In addition, the gear ring 70 as the output assembly also needs to be connected with the clutch output gear 170 through independent stops and fasteners. This multi-part design and fixed connection method not only increases the number of parts and the complexity of assembly, but also causes the axial and radial dimensions of the clutch to be relatively large due to the need to reserve sufficient installation and wrench space, resulting in a high overall weight, which seriously restricts its application in space-limited occasions.

[0005] Secondly, the design of key elements is not conducive to weight reduction and compact layout. The end plate 40, the friction plate seat 60 and other parts in the traditional clutch are usually independent flange structures, and due to the limitations of the arrangement mode and the fixing form, their structural dimensions are often designed to be conservative and heavy, and the weight reduction holes or lightweight structures are insufficient, which makes the rotational inertia of the clutch large, and is not conducive to the high-speed response and lightweight design of the system.

[0006] Furthermore, the connection mode of the friction plate and the gear ring has inherent defects. In the traditional design, the friction plate 20 and the gear ring 70 are generally connected by involute spline or rectangular spline. In order to ensure the contact strength of the spline under high-speed torque and the rigidity of the gear ring itself, the gear ring must have a large enough wall thickness, which directly leads to a significant increase in the radial size and weight of the gear ring. At the same time, the oil discharge capacity of this spline structure is limited, and the lubricating oil is not easy to discharge smoothly from the spline tooth groove under the action of centrifugal force, which not only increases the loss of the belt, but also seriously affects the cooling effect of the friction pair. In order to solve the heat dissipation problem, a special oil injection hole needs to be additionally processed on the gear ring, which further increases the complexity and cost of processing.

[0007] In summary, the existing multi-plate friction clutch has the problems of complex internal structure, heavy overall weight, inability to meet the lightweight design requirements, and unsuitability for high-speed operation of the clutch. SUMMARY

[0008] The purpose of the present application is to solve the problems of the existing multi-plate friction clutch, such as complex internal structure, heavy overall weight, inability to meet the lightweight design requirements, and unsuitability for high-speed operation of the clutch. A high-speed compact multi-plate friction clutch is provided.

[0009] The technical solution of the present application is:

[0010] A high-speed compact multi-plate friction clutch comprises a clutch input assembly, a clutch output assembly, and a reset spring and an emergency operating mechanism arranged on the input shaft of the gear box; the clutch input assembly is integrally arranged on the shaft section of the input shaft of the gear box between the input gear of the gear box and the gear ring as the output gear; wherein the clutch input assembly comprises a piston, an end plate positioning ring, a friction plate seat, a pair of plates, and an end plate; the piston is slidably sleeved on the input shaft of the gear box and takes the input shaft of the gear box and the input gear of the gear box as the guide surface, and a clutch working oil cavity is formed between the input gear of the gear box and the piston; the friction plate seat is connected with the input shaft of the gear box by involute spline; the pair of plates in the pair of plate assembly are slidably connected with the friction plate seat by spline; the end plate is buckled at the end of the pair of plate assembly and connected with the friction plate seat by spline, and is axially and radially positioned by the end plate positioning ring arranged on the friction plate seat; the clutch output assembly comprises a gear ring and a friction plate group, the gear ring and the input gear of the gear box are an integral structure, and the friction plates in the friction plate group are slidably matched with the corresponding dovetail-shaped tooth grooves on the gear ring through the dovetail-shaped outer teeth on the outer edge of the friction plates to realize torque transmission and axial sliding; the reset spring is accommodated in the spring hole corresponding to the piston and the friction plate seat, and is used to drive the piston to reset during discharging; the emergency operating mechanism comprises an emergency bolt screwed into the threaded hole of the input gear, and the mechanical emergency engagement of the clutch can be realized by rotating the emergency bolt to push the end of the piston.

[0011] Furthermore, the end plate positioning ring is a two-half ring structure, installed in the outer circumferential groove of the friction pad seat, and forms an interference fit with the concave stop on the end plate.

[0012] Furthermore, the included angle between the two sides of the dovetail-shaped external teeth of the friction plate and the dovetail-shaped tooth groove of the gear ring is 35°-45°.

[0013] Furthermore, the clutch input assembly also includes a friction plate seat positioning ring and an elastic retaining ring. The left side of the friction plate seat is axially positioned by the elastic retaining ring, and the right side is axially and radially positioned by the friction plate seat positioning ring with a one-and-two-half structure.

[0014] Furthermore, the friction plate seat is provided with multiple lubrication channels inside. Each lubrication channel includes an inner annular groove of the friction plate seat that is connected to the main lubrication oil circuit on the gearbox input shaft, an axial oil hole that is connected to the inner annular groove, and an oil injection hole group for spraying oil to the friction plate assembly.

[0015] Furthermore, the clutch input assembly also includes set screws, which seal both ends of the axial oil hole.

[0016] Preferably, the shank of the emergency bolt is provided with a first thread for preventing loosening and a second thread for guiding, wherein the first thread is an interference fit with the threaded hole of the input gear of the gearbox.

[0017] Furthermore, the clutch input assembly also includes a damping screw plug, which is mounted on the piston to control the oil draining rate of the working oil chamber when the clutch is disengaged.

[0018] Furthermore, the gearbox input shaft is internally provided with: two symmetrically arranged working oil passages for supplying oil to the clutch working oil chamber, each working oil passage consisting of a working oil passage axial hole and a working oil passage path directional hole; a main lubrication oil passage for supplying most of the cooling lubricating oil, which includes a main lubrication oil passage axial hole and two main lubrication oil passage path directional holes; and two symmetrically arranged auxiliary lubrication oil passages for supplying a small flow of lubricating oil, each auxiliary lubrication oil passage consisting of an auxiliary lubrication oil passage axial hole and an auxiliary lubrication oil passage path directional hole.

[0019] Preferably, the gearbox input gear and the gearbox input shaft are connected by a tapered interference fit.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] 1. The high-speed compact multi-plate friction clutch of the present invention designs the overall layout of the clutch and the structure of key components such as friction plates, gear ring, friction plate seat, and end plate. Compared with traditional friction clutches, it retains the functions of dynamic fast engagement, stable torque transmission, and rapid disengagement, while having a simpler structure, a more compact layout, a smaller overall size, better meeting the requirements of lightweight clutch design, and being more suitable for high-speed clutch operation.

[0022] 2. This invention achieves breakthroughs in structural compactness and lightweighting through a highly integrated layout and functional integration of key components. Specifically, the gear ring and output gear are designed as a single unit, directly eliminating the traditional connecting flange and fasteners, significantly reducing axial dimensions and weight. Simultaneously, the use of a two-part structure—the end plate positioning ring and the friction plate seat positioning ring—replaces the traditional bolt connection, not only eliminating fasteners but also significantly reducing the radial dimensions of the end plate and friction plate seat. Furthermore, the return spring is directly housed within the spring holes corresponding to those in the piston and friction plate seat, fully utilizing the internal space and avoiding additional axial dimension occupation. These measures work together to achieve significant compactness and lightweighting of the entire clutch.

[0023] 3. This invention employs a dovetail-shaped tooth meshing structure to improve heat dissipation and oil drainage efficiency under high-speed operating conditions. This design creates a large and continuous open oil drainage channel between the outer teeth of the friction plate and the tooth groove of the gear ring. Under centrifugal force, the lubricating oil can be rapidly ejected, fundamentally improving the oil drainage area and efficiency, greatly enhancing the cooling effect of the friction pair, and effectively avoiding losses due to poor oil drainage. This structure also features an automatic centering function and increases the tooth surface contact area, ensuring reliable torque transmission.

[0024] 4. In terms of optimizing dynamic response and operational reliability, this invention achieves controllable oil discharge speed of the working oil chamber during disengagement by setting a damping screw plug on the piston, ensuring rapid and smooth disengagement, while eliminating the need for a separate quick-release valve assembly; the emergency bolt design with double thread anti-loosening combines a single thread for interference anti-loosening and a two-stage thread for guiding transmission, ensuring both self-locking anti-loosening in non-use state and smooth and reliable operation during emergency manual disengagement.

[0025] 5. In terms of achieving precise and controllable lubrication and cooling, this invention designs a multi-path independent lubrication system, including a main lubrication path and an auxiliary lubrication path, which are precisely connected to the lubrication channels inside the friction plate holder. This design can directly guide sufficient and reasonably distributed lubricating oil to the friction plate assembly and the mating plate assembly, as well as the spline meshing parts, ensuring optimal lubrication whether cooling in the connected state or rapid separation in the disconnected state.

[0026] In summary, this invention, through the synergistic effect of core technologies such as integrated gear ring, dovetail tooth structure, positioning ring fixation, integrated return spring, and optimized oil circuit, systematically solves the inherent defects of traditional clutches in terms of structure, weight, heat dissipation, and reliability, and successfully provides a compact, lightweight, and reliable friction clutch that is truly suitable for high-speed operating conditions. Attached Figure Description

[0027] Figure 1 This is a front sectional view of a traditional multi-plate friction clutch structure.

[0028] Figure 2 Front sectional view of a high-speed, compact multi-plate friction clutch in engagement position;

[0029] Figure 3 Top sectional view of a high-speed, compact multi-plate friction clutch in disengagement mode;

[0030] Figure 4 Front sectional view of the friction disc structure of a high-speed, compact multi-plate friction clutch;

[0031] Figure 5(a) shows the gear ring structure of a high-speed compact multi-plate friction clutch, left sectional view;

[0032] Figure 5(b) shows a top view of the gear ring structure of a high-speed compact multi-plate friction clutch;

[0033] Figure 6 Front sectional view of the end plate arrangement of a high-speed, compact multi-plate friction clutch;

[0034] Figure 7 Front sectional view of the friction plate seat arrangement for a high-speed, compact multi-plate friction clutch;

[0035] Figure 8 Front view of the emergency bolt structure for a high-speed, compact multi-plate friction clutch;

[0036] Figure 9 The emergency bolts of the high-speed compact multi-plate friction clutch are in the manual connection state, shown in the main view and partial view.

[0037] In the diagram: 10. Piston; 11. Piston inner ring seal; 12. Piston outer ring seal; 13. Damping plug; 20. Friction plate; 20-1. Friction plate outer tooth; 30. Coupled plate; 40. End plate; 50. End plate positioning ring; 60. Friction plate seat; 60-1. Axial oil hole; 60-2. Auxiliary oil inlet hole; 60-3. Oil injection hole assembly; 60-4. Friction plate seat inner ring groove; 61. Set screw; 70. Gear ring; 70-1. Gear ring tooth groove; 80. Friction plate seat positioning ring; 90. Shaft elastic retaining ring; 100. Return spring; 110. Emergency bolt; 110-1. Emergency bolt one 110-2, two-stage thread for emergency bolt, 110-3, internal hexagon blind hole for emergency bolt, 120, gearbox input shaft, 120-1, axial hole for working oil passage, 120-2, axial hole for working oil passage, 120-3, axial hole for main lubrication oil passage, 120-4, axial hole for main lubrication oil passage, 120-5, axial hole for auxiliary lubrication oil passage, 120-6, axial hole for auxiliary lubrication oil passage, 130, gearbox input gear, 130-1, clutch working oil chamber, 140, elastic retaining ring for shaft, 150, sliding bearing, 160, clutch positioning end ring, 170, output gear for conventional clutch. Detailed Implementation

[0038] Specific implementation method one: Combining Figures 2 to 9This embodiment describes a clutch input assembly, a clutch output assembly, and a return spring 100 and an emergency operating mechanism mounted on the gearbox input shaft 120. The clutch input assembly is integrated on the shaft segment of the gearbox input shaft 120 between the gearbox input gear 130 and the gear ring 70, which serves as the output gear. The clutch input assembly includes a piston 10, an end plate positioning ring 50, a friction plate seat 60, a mating plate assembly, and an end plate 40. The piston 10 is slidably sleeved on the gearbox input shaft 120, with the gearbox input shaft 120 and the gearbox input gear 130 serving as guide surfaces. A clutch working oil chamber 130-1 is formed between the gearbox input gear 130 and the piston 10. The friction plate seat 60 is connected to the gearbox input shaft 120 via an involute spline. The mating plates 30 in the mating plate assembly are connected to the friction plate seat via splines. The clutch is slidably connected; the end plate 40 is fastened to the end of the mating plate group and connected to the friction plate seat 60 via a spline, and is axially and radially positioned by the end plate positioning ring 50 provided on the friction plate seat 60; the clutch output assembly includes a gear ring 70 and a friction plate group, the gear ring 70 and the gearbox input gear 130 are integrally formed, the friction plate 20 in the friction plate group slides with the dovetail-shaped external teeth 20-1 on its outer edge and the corresponding dovetail-shaped tooth groove 70-1 on the gear ring 70 to achieve torque transmission and axial sliding; the return spring 100 is housed in the spring hole correspondingly provided on the piston 10 and the friction plate seat 60, and is used to drive the piston 10 to return to its original position when disengaged; the emergency operation mechanism includes an emergency bolt 110 screwed into the threaded hole of the input gear 130, and the clutch can be mechanically engaged by rotating the emergency bolt 110 so that its end pushes the piston 10.

[0039] This invention is arranged between the input gear and the output gear in the gearbox transmission shaft system, and can realize functions such as high-speed connection between the input shaft system and the output shaft system, stable torque transmission, rapid disengagement, and manual emergency connection. It has the characteristics of simple structure, compact layout, small size, light weight, and reliable function, which meets the requirements of lightweight clutch design and can be applied to high-speed clutch operation conditions.

[0040] The working principle of this embodiment is as follows: The clutch input assembly mainly includes: a piston, a friction plate seat, a mating plate assembly, an end plate, an end plate positioning ring, a return spring, and an emergency bolt. The gearbox input gear and the input shaft are connected by a tapered interference fit. The piston is arranged on the gearbox input shaft, and its inner and outer rings are guided and positioned by the input shaft and the input gear, respectively, allowing it to slide smoothly along the axial direction. The space between the input gear and the piston serves as the working oil chamber. The friction plate seat is connected to the input shaft via an involute spline, and both sides of the friction plate seat are provided with radial and axial positioning structures. The mating plates are connected to the friction plate seat via an involute spline and can slide axially along the spline. An end plate is provided at the end of the mating plate assembly, which is also connected to the friction plate seat via an involute spline. Axial and radial positioning is achieved through a positioning ring that is interference-fitted with it, eliminating the need for traditional bolts and other fasteners and reducing weight. The return spring is installed between the piston and the friction plate seat, effectively reducing weight and utilizing its internal space to provide sufficient restoring force for clutch disengagement, eliminating the need for a separate quick-release valve assembly. The input gear has multiple evenly distributed threaded through holes, each of which is equipped with an emergency bolt with two threads. The emergency bolt itself has an anti-loosening positioning effect, which can realize manual emergency connection.

[0041] The clutch output assembly includes a gear ring and a friction plate assembly. The clutch gear ring is integrated with the gearbox output gear and has multiple dovetail grooves. The external teeth of the friction plates are also designed in a dovetail shape, allowing the friction plates to slide axially along the dovetail grooves and transmit torque through the dovetail-shaped external teeth. Compared to traditional involute spline or rectangular spline structures, this patented invention not only has an automatic centering function but also ensures the contact strength of the friction plate tooth surfaces. It eliminates the need for additional oil injection holes, increases the oil drainage area of ​​the dovetail grooves, and facilitates smoother oil drainage, effectively reducing the radial dimension of the gear ring and lightening its weight.

[0042] When the clutch is engaged or disengaged, the working oil enters the working oil chamber through the input shaft and pushes the piston, causing the friction plate assembly and the mating plate assembly to press against each other. The power transmission route is: gearbox input gear / gearbox input shaft → clutch friction plate seat → mating plate → friction plate → gear ring (output gear). When the clutch is disengaged, the working oil supply to the input shaft stops. Part of the working oil flows back along the input shaft oil passage, and the other part flows away through the damping screw plug on the piston. The piston returns to the disengaged position under the action of the return spring, and the friction plate and the mating plate separate in pairs under the action of lubricating oil, no longer transmitting power.

[0043] In this embodiment, the end plate 40 is connected to the friction plate seat 60 via an involute spline. The end plate has a recessed stop, which is interference-fitted with the end plate positioning ring 50. The end plate positioning ring 50 provides axial and radial positioning for the end plate 40. The end plate positioning ring 40 has a two-half structure, with each half installed in the annular groove of the external teeth of the friction plate seat. Compared to traditional designs, this eliminates bolts and other fasteners, simplifies the clutch structure, and makes better use of the friction plate seat 60 structure, significantly reducing the overall size and weight of the end plate.

[0044] Specific Implementation Method Two: Combining Figures 2 to 3 In this embodiment, the end plate positioning ring 50 is a two-half ring structure, which is installed in the outer circumferential groove of the friction pad seat 60 and forms an interference fit with the concave stop on the end plate 40.

[0045] In this embodiment, the radial preload generated by the interference fit allows the end plate positioning ring to firmly lock the end plate onto the friction plate seat, ensuring that there will be no axial movement or radial displacement during high-speed operation and torque transmission, thereby guaranteeing the stability of the clutch power transmission path.

[0046] Compared with the traditional bolt connection method, this embodiment completely eliminates the need for bolts, washers and other fasteners and their mounting holes. This not only reduces the number of parts, but also avoids the increase in the radial dimensions of the end plate and friction plate seat caused by setting bolt flanges, effectively achieving a compact structure and a reduction in overall weight.

[0047] The two-half structure adopted in this embodiment facilitates installation and disassembly in narrow spaces. Operators can complete the assembly without the need for special tools, which greatly improves the assembly efficiency and also provides convenience for subsequent maintenance work.

[0048] Specific implementation method three: Combining Figure 4 Figures 5(a) and 5(b) illustrate this embodiment. In this embodiment, the included angle between the two sides of the dovetail-shaped external teeth 20-1 of the friction plate 20 and the dovetail-shaped tooth groove 70-1 of the tooth ring 70 is 35°-45°.

[0049] In this embodiment, the friction plate 20 substrate has multiple evenly distributed external tooth structures 120-1 machined on it. The external teeth are dovetail-shaped, with a large outer diameter and a small inner diameter, and the included angle A on both sides of the tooth surface is 40°. It has an automatic centering function, which can increase the tooth surface contact area and ensure the tooth surface contact strength to a certain extent.

[0050] In this embodiment, the gear ring 70 and the gearbox output gear 130 are designed as a single unit. Multiple evenly distributed tooth grooves 70-1 are machined at the end of the gear ring. The shape of the tooth grooves is consistent with the external tooth structure of the friction plate, being dovetail-shaped, with an included angle A = 40° between the two tooth surfaces. Sufficient wall thickness is not required for the outer ring of the tooth grooves. No additional oil injection holes are needed; lubricating oil can be directly discharged from the dovetail grooves of the gear ring. Compared to oil injection holes, the dovetail grooves have a larger oil discharge area and smoother oil discharge. This effectively simplifies the gear ring machining process, improves the clutch oil discharge speed, and reduces the radial dimension and weight of the gear ring.

[0051] Specific implementation method four: Combination Figure 3 and Figure 7 To illustrate this embodiment, the clutch input assembly of this embodiment further includes a friction plate seat positioning ring 80 and an elastic retaining ring 90. The left side of the friction plate seat 60 is axially positioned by the elastic retaining ring 90, and the right side is axially and radially positioned by the friction plate seat positioning ring 80 with a one-and-two-half structure.

[0052] In this embodiment, the friction plate seat positioning ring 80 and the shaft elastic retaining ring 90 together constitute a bidirectional positioning system for the friction plate seat 60 on the input shaft 120. This design achieves multiple key functions. First, in terms of axial positioning, the elastic retaining ring 90 on the left and the two-part friction plate seat positioning ring 80 on the right form a simple and reliable axial constraint, precisely limiting the friction plate seat to its designed position and preventing any axial movement, thus ensuring the stability of the power transmission path and the constant working clearance of the mating plates 30. Second, in terms of radial positioning, the fit between the friction plate seat positioning ring 80 and the annular groove of the input shaft 120 provides stable radial support for the right side of the friction plate seat, ensuring the coaxiality of the friction plate seat and the input shaft, which is crucial for dynamic balance under high-speed rotation.

[0053] It should be noted that, compared to the traditional method of fixing the friction plate seat to the shaft using flanges and bolts, this embodiment, with its combination of a locating ring and a flexible retaining ring, completely eliminates the need for bolts, locating pins, and the flange structure designed for their installation. This not only significantly reduces the number of parts and lowers processing and assembly costs, but also directly leads to a substantial reduction in the overall radial dimensions of the friction plate seat and clutch, making a key contribution to achieving the "compact" design goal. Simultaneously, the two-half structure of the friction plate seat locating ring 80 facilitates installation and disassembly, greatly improving the convenience of assembly and maintenance. Therefore, this positioning system, while ensuring functional reliability, is one of the core means to achieve a lightweight and compact clutch design.

[0054] Specific Implementation Method Five: Combining Figures 2 to 3This embodiment describes a friction pad seat 60 with multiple lubrication channels inside. Each lubrication channel includes an inner annular groove 60-4 of the friction pad seat that is connected to the main lubrication oil passage on the gearbox input shaft 120, an axial oil hole 60-1 that is connected to the inner annular groove, and an oil spray hole group 60-3 for spraying oil to the friction pad assembly.

[0055] like Figure 7 As shown, in this embodiment, the friction plate holder 60 is connected to the gearbox input shaft 120 via an involute spline. The left side of the friction plate holder is radially positioned by a surface Q1 with a radial dimension slightly smaller than the normal operating tooth tip, and axially positioned by a shaft elastic retaining ring 90. The radial and axial positioning on the right side are both achieved by the friction plate holder positioning ring 80. The friction plate holder 60 and the positioning ring 80 have a small clearance fit at the mating surface Q2. The friction plate holder positioning ring 80 is a two-half structure, and the two halves are respectively installed in the input shaft annular groove during installation. The friction plate holder 60 is provided with multiple evenly distributed lubricating oil holes. Each lubricating oil hole includes one axial oil hole 60-1, one auxiliary oil inlet hole 60-2, and one set of oil injection holes 60-3. The axial oil hole 60-1 communicates with the inner annular groove 60-4 of the friction plate holder and has a set screw 61 at each end for sealing oil. Lubricating oil enters the friction plate seat through the inner annular groove 60-4 and the auxiliary oil inlet hole 60-2, flows through the axial oil hole 60-1, and flows into the gap between the friction plate 20 and the mating plate 30 through the oil injection hole group 60-3, which plays the role of connecting and discharging cooling and discharging plate separation.

[0056] Specific Implementation Method Six: Combination Figures 2 to 3 To illustrate this embodiment, the clutch input assembly of this embodiment also includes a set screw 61, and both ends of the axial oil hole 60-1 are sealed by the set screw 61.

[0057] In this embodiment, the set screw 61 is used to seal both ends of the axial oil hole 60-1 on the friction plate seat 60. Its core function is to construct a closed, efficient, and reliable internal lubrication oil circuit. Specifically, the two set screws, through precise thread engagement, completely seal both ends of the axial oil hole, forcing the lubricating oil from the main lubrication oil circuit of the input shaft 120 to flow only along a preset path: that is, it must first enter the inner annular groove 60-4 of the friction plate seat, then pass through the axial oil hole 60-1, and finally be precisely sprayed from the oil injection hole group 60-3 onto the contact surface of the friction plate 20 and the mating plate 30.

[0058] This implementation solves the leakage risks and pressure losses associated with traditional open oil circuits or complex sealing structures. It ensures concentrated utilization of lubricating oil and sufficient operating pressure, thereby achieving forced and efficient cooling of the friction pairs that generate significant heat during high-speed engagement and disengagement. Simultaneously, it creates sufficient oil film pressure during disengagement to help the friction plates and mating plates separate quickly and completely, effectively preventing "carry-through" phenomena. Therefore, the set screw here is not merely a simple sealing component, but a crucial link ensuring the successful operation of the entire directional, pressurized lubrication and cooling system, directly improving the reliability and durability of the clutch under high-speed conditions.

[0059] Specific implementation method seven: Combination Figures 8 to 9 In this embodiment, the shank of the emergency bolt 110 is provided with a first thread 110-1 for preventing loosening and a second thread 110-2 for guiding. The first thread 110-1 is interference-fitted with the threaded hole of the gearbox input gear 130.

[0060] In this embodiment, the emergency bolt 110 is installed inside the input gear 130. Two threads are machined on its outer diameter: a first thread 110-1 and a second thread 110-2. The first thread 110-1 is shorter and has an interference fit with the threaded hole of the input gear, serving as an anti-loosening structure for the emergency bolt. The second thread 110-2 is longer and acts as a guide when screwing the emergency bolt in / out. An internal hexagonal blind hole 110-3 is provided at its end, facilitating the screwing in / out of the emergency bolt from the outside of the clutch, thus enabling the manual engagement / disengagement function of the friction clutch.

[0061] Specific implementation method eight: Combination Figure 2 In this embodiment, the clutch input assembly further includes a damping screw plug 13, which is mounted on the piston 10 to control the oil discharge rate of the working oil chamber 130-1 when the clutch is disengaged.

[0062] The core function of this implementation is to precisely control the oil discharge rate of the working oil chamber 130-1 during clutch disengagement. When the clutch needs to disengage, part of the hydraulic oil in the working oil chamber returns along the input shaft oil passage, while the other part needs to be discharged through the small hole on this damping screw plug. This small hole creates a throttling effect, preventing the oil from emptying instantly, allowing the piston to return smoothly and gently under the action of the return spring, rather than violently impacting back to its original position. This design not only eliminates hydraulic shock and mechanical vibration during disengagement, ensuring smooth operation, but also eliminates the need for the complex independent quick-release valve assembly in traditional systems. While improving the reliability and lifespan of the clutch, it further simplifies the structure and reduces costs.

[0063] Specific Implementation Method Nine: Combining Figure 2 andFigure 3 This embodiment describes a gearbox input shaft 120 internally equipped with: two symmetrically arranged working oil passages for supplying oil to the clutch working oil chamber 130-1, each working oil passage consisting of a working oil passage axial hole 120-1 and a working oil passage path directional hole 120-2; a main lubrication oil passage for supplying most of the cooling lubricating oil, which includes a main lubrication oil passage axial hole 120-3 and two main lubrication oil passage path directional holes 120-4; and two symmetrically arranged auxiliary lubrication oil passages for supplying a small flow of lubricating oil, each auxiliary lubrication oil passage consisting of an auxiliary lubrication oil passage axial hole 120-5 and an auxiliary lubrication oil passage path directional hole 120-6.

[0064] In this embodiment, the gearbox input shaft 120 connected to the clutch has two symmetrically arranged working oil passages. Each working oil passage includes one axial hole 120-1 and one radial hole 120-2, used to supply working oil to the clutch. There is one main lubrication oil passage, which includes one axial hole 120-3 located at the center line and two radial holes 120-4. The main lubrication oil passage has a larger diameter and supplies most of the lubricating oil to the clutch for cooling the clutch contacts and disengaging the clutch discs. There are two symmetrically arranged auxiliary lubrication oil passages. Each auxiliary lubrication oil passage includes one axial hole 120-5 and one radial hole 120-6. The auxiliary lubrication oil passage has a smaller diameter and supplies a smaller flow of lubricating oil to the clutch for lubricating the friction plate seat splines, cooling the clutch contacts, and disengaging the clutch discs.

[0065] Specific Implementation Method Ten: Combining Figure 2 and Figure 3 In this embodiment, the gearbox input gear 130 and the gearbox input shaft 120 are connected by a tapered interference fit.

[0066] The piston 10 is arranged on the input shaft 120 of the gearbox, with the input gear and the input shaft serving as the inner and outer ring guides respectively. The inner and outer rings are respectively equipped with piston inner ring seal 11 and piston outer ring seal 12 for working oil sealing. The piston has a through hole and a threaded hole in the axial direction, and a damping screw plug 13 is installed near the mating plate side for rapid oil discharge when the clutch is disengaged. The space between the input gear 130 and the piston 10 is used as the clutch working oil chamber 130-1.

[0067] Combination Figures 1 to 9 Explanation of the working principle of this invention:

[0068] Figure 1In traditional multi-plate friction clutches, the main components include a piston 10, friction plates 20, mating plates 30, end plate 40, friction plate seat 60, gear ring 70, return spring 100, emergency bolt 110, cylinder 130, and clutch positioning end ring 160. The clutch input assembly is integrally located on the end of the gearbox input shaft 120, and the clutch output assembly (friction plates 20 and gear ring 70) is connected to the clutch output gear 180 via a stop and fasteners. This type of multi-plate friction clutch has a relatively complex internal structure. The cylinder 130 and friction plate seat 60, the friction plate seat 60 and end plate 40, the clutch positioning end ring 170 and input shaft 120, and the gear ring 70 and output gear 180 are all connected by bolts, positioning pins, and other fasteners. The arrangement of components such as the end plate 40 and friction plate seat 60 results in a large size and a weak weight reduction effect. Furthermore, in the traditional structure, the connection between the friction plate 20 and the gear ring 70 is an involute spline. In order to ensure the rigidity and strength of the gear ring, the gear ring should be designed with sufficient wall thickness, which makes the radial dimension of the gear ring larger and the weight heavier.

[0069] Figure 2 , Figure 3 In the high-speed compact multi-plate friction clutch, the main components are piston 10, friction plates 20, mating plates 30, end plate 40, end plate positioning ring 50, friction plate seat 60, gear ring 70, friction plate seat positioning ring 80, shaft elastic retaining ring 90, return spring 100, and emergency bolt 110. The clutch is arranged on the input shaft 120 section between the input gear 130 and the output gear (gear ring) 70.

[0070] The input gear 130 of the gearbox is connected to the input shaft 120 by a tapered interference fit. The piston 10 is arranged on the input shaft 120, and its inner and outer rings are respectively equipped with sealing rings 11 and 12 for working oil sealing. It has a through hole and a threaded hole in the axial direction and is fitted with a damping screw plug 13. The inner and outer rings of the piston are guided by the input shaft 120 and the input gear 130, respectively, allowing the piston to slide smoothly in the axial direction. This arrangement utilizes the space between the input gear and the piston as a working oil chamber, which can reduce weight to a certain extent. The friction plate seat 60 is connected to the input shaft 120 through an involute spline, and the mating plate 30 is connected to the friction plate seat 60 through an involute spline, allowing it to slide smoothly in the spline axial direction and transmit torque. The end plate 40 is provided at the end of the mating plate assembly. The end plate is also connected to the friction plate seat 60 through an involute spline, and its axial and radial positioning is achieved by the two-half end plate positioning ring 50. The piston 10 and the friction plate seat 60 are each machined with the same number of evenly distributed spring holes at their ends. When assembling the return spring 100, the spring holes of the piston and the friction plate seat are aligned. Each return spring is installed in its respective spring hole, which reduces the weight of the piston and friction plate seat and makes full use of their internal space so that the return spring 100 has sufficient restoring force for clutch disengagement and piston return, eliminating the need for a separate quick-release valve assembly. The input gear 130 is machined with multiple evenly distributed threaded through holes, each hole housing an emergency bolt 110. The clutch gear ring 70 and the gearbox output gear are designed as a single unit, omitting their connecting structure and effectively reducing the overall size and weight of the clutch. The gear ring is supported on the input shaft 120 by a sliding bearing 150, enabling relative movement between the two. A shaft elastic retaining ring 140 provides axial positioning. The friction plate 20 is connected to the gear ring 70 by a dovetail structure, enabling axial sliding and power transmission.

[0071] The friction plate seat 60 is provided with multiple evenly distributed lubricating oil holes. Each lubricating oil hole includes an axial oil hole 60-1, an auxiliary oil inlet hole 60-2, and a set of oil injection holes 60-3. The axial oil hole 60-1 is connected to the inner annular groove 60-4 of the friction plate seat and is provided with a set screw 61 at each end for sealing oil. The gearbox input shaft 120 has two symmetrically arranged working oil passages, each including one axial hole 120-1 and one radial hole 120-2, used to supply working oil to the clutch; it also has one main lubrication oil passage, including one axial hole 120-3 located at the center line and two radial holes 120-4. The main lubrication oil passage generally has a larger diameter and supplies most of the lubricating oil to the clutch for cooling the clutch contacts and disengaging the clutch discs; and it also has two symmetrically arranged auxiliary lubrication oil passages, each including one axial hole 120-5 and one radial hole 120-6. The auxiliary lubrication oil passage generally has a smaller diameter and supplies a smaller flow of lubricating oil to the clutch for lubricating the friction plate seat splines, cooling the clutch contacts, and disengaging the clutch discs.

[0072] When the clutch is engaged or disengaged, the working oil flows through the axial hole 120-1 of the working oil passage → axial hole 120-2 of the working oil passage → clutch working oil chamber 130-1, pushing the piston to press the friction plate assembly and the mating plate assembly. During engagement and disengagement, most of the lubricating oil passes through the axial hole 120-3 of the main lubricating oil passage → axial hole 120-4 of the main lubricating oil passage → inner ring groove 60-4 of the friction plate seat → oil injection hole group 60-3, and is thrown out of the clutch through the oil groove on the surface of the friction plate 20 and the tooth groove of the gear ring 70, which serves to cool the friction plate assembly. A small portion of the lubricating oil passes through the axial hole 120-5 of the auxiliary lubricating oil passage → axial hole 120-6 of the auxiliary lubricating oil passage → lubrication of the spline groove of the friction plate seat, and is finally thrown out of the clutch through the oil groove on the surface of the friction plate and the tooth groove of the gear ring. After engagement and disengagement, the power transmission route of the clutch is as follows: gearbox input gear 130 / gearbox input shaft 120 → clutch friction plate seat 60 → mating plate 30 → friction plate 20 → gear ring (output gear) 70.

[0073] When the clutch is disengaged, the working oil supply to the input shaft 120 stops. Part of the working oil in the working oil chamber 130-1 returns to the oil tank along the working oil passage (120-2, 120-1), and the other part of the working oil leaks out from the tooth groove of the gear ring 70 through the damping screw plug 13 on the piston 10. The larger the damping orifice diameter on the damping screw plug, the faster the disengagement. The piston 10 returns to the disengaged position under the action of the return spring 100. The friction plate and the mating plate separate in pairs under the action of the lubricating oil and no longer transmit power.

[0074] When the clutch needs to be manually engaged or disengaged in an emergency, use a special tool to screw the emergency bolt into the clutch from the outside of the input gear 130, pushing the piston 10 until the piston fully presses against the friction plate 20 and the mating plate 30, thus completing the manual engagement or disengagement. To disengage, reverse the operation of the tool to unscrew the emergency bolt from the clutch. At this time, the piston returns to its original position under the action of the return spring 100, and the clutch is in the disengaged state.

[0075] Figure 4 In this high-speed, compact multi-plate friction clutch, the friction plate 20 has multiple evenly distributed external tooth structures 120-1 machined on its substrate. Unlike traditional involute splines or rectangular splines, the external teeth of this invention are dovetail-shaped, with a large outer diameter and a small inner diameter, and an included angle A = 40° between the two tooth surfaces. Compared with rectangular splines, this structure provides self-centering and can increase the tooth surface contact area and ensure tooth surface contact strength to a certain extent.

[0076] In Figures 5(a) and 5(b), the high-speed compact multi-plate friction clutch gear ring 70 is integrated with the output gear. Multiple evenly distributed tooth grooves 70-1 are machined at the end of the gear ring. The shape of the tooth grooves is consistent with the external tooth structure of the friction plates, both being dovetail-shaped, with an included angle A = 40° between the two tooth surfaces. The friction plates can slide axially along the dovetail grooves, enabling bidirectional torque transmission when engaged with the gear ring. Compared to the traditional involute spline structure, this design eliminates the need for sufficient wall thickness on the outer ring of the gear grooves and the need for additional oil injection holes. Lubricating oil can be directly discharged from the dovetail grooves of the gear ring. Compared to oil injection holes, the dovetail grooves offer a larger oil discharge area and smoother oil discharge. This invention effectively simplifies the gear ring machining process, improves the clutch oil discharge speed, and reduces the radial dimension and weight of the gear ring.

[0077] Figure 6 In the high-speed compact multi-plate friction clutch, the end plate 40 is arranged as follows: the end plate is connected to the friction plate seat 60 via an involute spline, and a recessed stop is provided on its right side. The stop and the end plate positioning ring 50 are interference-fitted at the mating surface P. The end plate positioning ring 50 is a two-half structure. During installation, the two halves are respectively installed in the external toothed ring groove of the friction plate seat 60 to provide axial and radial positioning for the end plate. Unlike the traditional structure where the end plate is installed at the end of the friction plate seat using bolts and other fasteners, this design not only eliminates bolts and other fasteners and simplifies the clutch structure, but also makes reasonable use of the structure of the friction plate seat 60, significantly reducing the overall size and weight of the end plate.

[0078] Figure 7 In this high-speed, compact multi-plate friction clutch, the friction plate holder 60 is arranged as follows: the friction plate holder is connected to the gearbox input shaft 120 via an involute spline. The left side of the friction plate holder is radially positioned by a surface Q1 with a radial dimension slightly smaller than the normal operating tooth tip, and axially positioned by a shaft elastic retaining ring 90. The radial and axial positioning on the right side is achieved by a friction plate holder positioning ring 80. The friction plate holder 60 and the positioning ring 80 have a small clearance fit at the mating surface Q2. The friction plate holder positioning ring 80 is a two-half structure, with each half installed in the annular groove of the input shaft 120 during installation. Unlike traditional structures where the friction plate holder is fixed to the input shaft via positioning rings, bolts, and other parts, this design effectively utilizes the internal space of the clutch to position the friction plate holder 60, thereby reducing the overall size and weight of the clutch to a certain extent.

[0079] Figure 8 , Figure 9In the high-speed compact multi-plate friction clutch, the emergency bolt 110 has two unconnected threads machined on its outer diameter: a first thread 110-1 and a second thread 110-2. The first thread 110-1 is shorter and has an interference fit with the input gear threaded hole, serving as an anti-loosening structure for the emergency bolt. The second thread 110-2 is longer and acts as a guide when screwing the emergency bolt in and out. Its end has a blind hexagonal socket 110-3 for easy screwing in and out. The emergency bolt 110 is installed inside the input gear 130. When the gearbox needs to be manually engaged in an emergency, the emergency bolt is tightened from the outside of the clutch through the blind hexagonal socket 110-3 using a tool (an extended hexagonal wrench or other special tool). The initial tightening torque should be relatively large, sufficient to overcome the interference fit torque between the first section of the emergency bolt thread 110-1 and the threaded hole. After the emergency bolt has been screwed in 2-3 turns, the first section of thread 110-1 will exit the threaded hole, with only the second section of thread acting as a guide. At this point, a smaller tightening torque can be applied to allow the emergency bolt to quickly screw into the clutch along the input gear threaded hole until it pushes the piston 10 to press the friction plate 20 and the mating plate 30 together. When the gearbox needs to be disengaged from the manual engagement, the tool should be reversed to quickly retract the emergency bolt into the input gear. Similarly, a larger tightening torque should be applied for the last 2-3 turns to allow the first section of thread 110-1 to screw into the threaded hole, providing anti-loosening and positioning for the emergency bolt.

[0080] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A high-speed compact multi-plate friction clutch, characterized by: The clutch input assembly, the clutch output assembly and the reset spring (100) and the emergency operating mechanism arranged on the gearbox input shaft (120); The clutch input assembly is arranged on the shaft section of the gearbox input shaft (120) between the gearbox input gear (130) and the ring gear (70) as the output gear; The clutch input assembly comprises a piston (10), an end plate positioning ring (50), a friction plate seat (60), a pair of friction plates and an end plate (40); the piston (10) is sleeved on the gearbox input shaft (120) and guided by the gearbox input shaft (120) and the gearbox input gear (130); a clutch working oil cavity (130-1) is formed between the gearbox input gear (130) and the piston (10); the friction plate seat (60) is connected with the gearbox input shaft (120) through a involute spline; the pair of friction plates (30) in the pair of friction plates are connected with the friction plate seat (60) through a spline; the end plate (40) is buckled on the end of the pair of friction plates and connected with the friction plate seat (60) through a spline, and is axially and radially positioned by the end plate positioning ring (50) arranged on the friction plate seat (60); The clutch output assembly comprises the ring gear (70) and the pair of friction plates; the ring gear (70) is integrally formed with the gearbox input gear (130); the friction plate (20) in the pair of friction plates is slidably connected with the corresponding dovetail-shaped tooth groove (70-1) of the ring gear (70) through the dovetail-shaped outer teeth (20-1) of the outer edge of the friction plate (20) to realize torque transmission and axial sliding; The reset spring (100) is accommodated in the spring holes corresponding to the piston (10) and the friction plate seat (60) to drive the piston (10) to reset when it is disengaged; The emergency operating mechanism comprises an emergency bolt (110) screwed into the threaded hole of the input gear (130); the emergency bolt (110) is rotated to push the end of the piston (10) to realize mechanical emergency engagement of the clutch.

2. The high-speed compact multi-disc friction clutch according to claim 1, characterized in that, The end plate positioning ring (50) is a two-piece ring structure, which is installed in the outer circumferential groove of the friction plate seat (60) and forms an interference fit with the recessed notch on the end plate (40).

3. The high-speed compact multi-disc friction clutch of claim 1, wherein, The included angle between the two side tooth surfaces of the dovetail-shaped outer teeth (20-1) of the friction plate (20) and the dovetail-shaped tooth groove (70-1) of the ring gear (70) is 35°-45°.

4. The high-speed compact multi-disc friction clutch of claim 1, wherein, The clutch input assembly further comprises a friction plate seat positioning ring (80) and an elastic retainer (90); the left side of the friction plate seat (60) is axially positioned by the elastic retainer (90), and the right side is axially and radially positioned by the two-piece friction plate seat positioning ring (80).

5. The high-speed compact multi-disc friction clutch of claim 1, wherein, The friction plate seat (60) is internally provided with a plurality of lubrication channels, each of which comprises a friction plate seat inner ring groove (60-4) in communication with the main lubricating oil passage on the gearbox input shaft (120), an axial oil hole (60-1) in communication with the inner ring groove, and a set of oil injection holes (60-3) for oil injection to the pair of friction plates.

6. The high-speed compact multi-disc friction clutch of claim 5, wherein, The clutch input assembly further comprises a locking screw (61), and two ends of the axial oil hole (60-1) are blocked by the locking screw (61).

7. The high-speed compact multi-disc friction clutch of claim 1, wherein The rod of the emergency bolt (110) is provided with a first thread (110-1) for anti-loosening and a second thread (110-2) for guiding, and the first thread (110-1) is in interference fit with the threaded hole of the gear box input gear (130).

8. The high-speed compact multi-disc friction clutch of claim 1, wherein, The clutch input assembly further comprises a damping screw plug (13), and the damping screw plug (13) is installed on the piston (10) and used for controlling the oil leakage speed of the working oil chamber (130-1) when the clutch is disengaged.

9. The high-speed compact multi-disc friction clutch of claim 1, wherein The gear box input shaft (120) is internally provided with: two symmetrically arranged working oil paths for supplying oil to the clutch working oil chamber (130-1), each working oil path being composed of a working oil path axial hole (120-1) and a working oil path radial hole (120-2); one main lubricating oil path for supplying most of the cooling lubricating oil, which comprises a main lubricating oil path axial hole (120-3) and two main lubricating oil path radial holes (120-4); and two symmetrically arranged auxiliary lubricating oil paths for supplying small-flow lubricating oil, each auxiliary lubricating oil path being composed of an auxiliary lubricating oil path axial hole (120-5) and an auxiliary lubricating oil path radial hole (120-6).

10. The high-speed compact multi-disc friction clutch of claim 1, wherein, The gear box input gear (130) is in taper interference connection with the gear box input shaft (120).

Images