Clutch assembly with low belt row torque

Abstract

The invention belongs to the technical field of clutches, and particularly relates to a clutch assembly with low belt row torque, which is characterized in that integrally formed separation structures are arranged on friction plates and steel plates, so that gaps among the plates are stabilized and limited when the clutch is separated, the viscous shearing action of an oil film in a friction pair gap is reduced, and the belt row torque is reduced; meanwhile, non-linear axial swing of the friction plates and the steel plates during high-speed rotation is restrained, intermittent contact and collision friction are avoided, the problems of motion instability and local abnormal abrasion are solved, the working efficiency and operation reliability of a transmission system are improved, and the defects that a traditional wet clutch is large in driving torque and poor in high-speed working condition stability are overcome.

Description

A clutch assembly with low exhaust torque Technical Field

[0001] This invention belongs to the field of clutch technology, and particularly relates to a clutch assembly with low drag torque. Background Technology

[0002] As a key component of power shift transmissions, wet clutches are widely used in heavy-duty transmission systems of engineering machinery and special vehicles due to their advantages such as high load-bearing capacity, good heat dissipation, and stable operation. They employ a closed structure combined with forced lubrication, effectively cooling and reducing friction between the friction pairs, achieving smooth engagement and improving the adaptability and service life of the transmission system. Most existing wet clutches use a pressure circulation lubrication system, where lubricating oil is continuously injected into the clutch through radial and axial oil passages on the clutch housing or rotating shaft. When the clutch rotates at high speed, the lubricating oil, under centrifugal force, enters the gaps and surface grooves between the alternating friction plates and steel plates, completing the lubrication and cooling process.

[0003] This lubrication method results in a certain thickness of oil film remaining in the friction pair clearance even when the clutch is fully disengaged. This oil film undergoes viscous shearing at relative speeds, leading to belt torque. Simultaneously, at high speeds, the friction plates and steel plates are prone to nonlinear axial oscillation, causing intermittent contact and collision friction, significantly increasing belt torque and potentially leading to motion instability, abnormal localized wear, and other problems, affecting the efficiency and reliability of the transmission system. Traditional friction plate surface groove designs can only optimize oil drainage and cannot suppress unstable motion and rubbing phenomena under high-speed conditions, making it difficult to effectively control belt torque. Summary of the Invention

[0004] The purpose of this invention is to provide a clutch assembly with low drag torque to solve the above-mentioned problems.

[0005] To achieve the above objectives, the present invention provides the following solution: a clutch assembly with low torque output, comprising: a plurality of first friction plates, a plurality of first steel plates, and two second friction plates and two second steel plates, wherein the plurality of first friction plates and the plurality of first steel plates are arranged alternately at intervals, and the second friction plates are located on one side of the first steel plates at the ends, and the second steel plates are located on the side of the second friction plates away from the first steel plates; a first separation structure is provided between two adjacent first friction plates, the first separation structure being integrally formed with the first friction plates; a second separation structure is provided on two adjacent first steel plates, the second separation structure being integrally formed with the first steel plates; a third separation structure is provided between the second steel plates and the first steel plates located at the ends, the third separation structure being integrally formed with the second steel plates; a fourth separation structure is provided between the second friction plates and the adjacent first friction plates, the fourth separation structure being integrally formed with the second friction plates; pressure is applied to the two second steel plates located at both ends, causing the plurality of first friction plates, the plurality of first steel plates, the two second friction plates, and the two second steel plates to adhere and transmit power.

[0006] Preferably, the first separation structure includes a plurality of first force transmission tooth groups disposed on the inner or outer edge of the first friction plate. The plurality of first force transmission tooth groups are circumferentially spaced. Each first force transmission tooth group includes a first force transmission tooth protruding from one side of the first friction plate and a second force transmission tooth protruding from the other side of the first friction plate. The first force transmission tooth and the second force transmission tooth are integrally formed with the first friction plate. The first force transmission tooth of one first friction plate abuts against the second force transmission tooth of another first friction plate that is close to it.

[0007] Preferably, the second separation structure includes a plurality of second force transmission tooth groups disposed on the outer or inner edge of the first steel sheet. The plurality of second force transmission tooth groups are circumferentially spaced. Each second force transmission tooth group includes a third force transmission tooth protruding from one side of the first steel sheet and a fourth force transmission tooth protruding from the other side of the first steel sheet. The third force transmission tooth and the fourth force transmission tooth are integrally formed with the first steel sheet. The third force transmission tooth of one of the first steel sheets abuts against the fourth force transmission tooth of another adjacent first steel sheet.

[0008] Preferably, the third separation structure includes a plurality of fifth force transmission teeth disposed on the inner or outer edge of the second friction plate. The plurality of fifth force transmission teeth are circumferentially spaced. The fifth force transmission teeth protrude from the side of the second friction plate near another second friction plate. The fifth force transmission teeth are integrally formed with the second friction plate. The fifth force transmission teeth abut against the first force transmission teeth or second force transmission teeth on the first friction plate near the second friction plate.

[0009] Preferably, the fourth separation mechanism includes a plurality of sixth force transmission teeth disposed on the outer or inner edge of the second steel sheet. The plurality of sixth force transmission teeth are circumferentially spaced. The sixth force transmission teeth protrude from the side of the second steel sheet near another second steel sheet. The sixth force transmission teeth are integrally formed with the second steel sheet. The sixth force transmission teeth abut against the third or fourth force transmission teeth on the first steel sheet near the second steel sheet.

[0010] Preferably, the length of the first and second force transmission teeth protruding from the first friction plate is 0.6-0.8 times the thickness of the first friction plate; the length of the third and fourth force transmission teeth protruding from the first steel plate is 0.6-0.8 times the thickness of the first steel plate; the length of the fifth force transmission tooth protruding from the second friction plate is 0.6-0.8 times the thickness of the second friction plate; and the length of the sixth force transmission tooth protruding from the second steel plate is 0.6-0.8 times the thickness of the second steel plate.

[0011] Preferably, the number of the first and second force transmission tooth groups is 3-5, and the number of the fifth and sixth force transmission teeth is 3-5.

[0012] Preferably, it further includes an outer hub body, within which an inner hub body is coaxially disposed. The first friction plate, the first steel plate, the second friction plate, and the second steel plate are all disposed between the outer hub body and the inner hub body. The outer hub body is connected to the first steel plate and the second steel plate. The first steel plate and the second steel plate are arranged sequentially at intervals along the length direction of the outer hub body and move along the length direction of the outer hub body. The first friction plate and the second friction plate are arranged sequentially at intervals along the length direction of the inner hub body and move along the length direction of the inner hub body.

[0013] Preferably, a plurality of first coupling teeth are circumferentially spaced at equal intervals on the inner edge of the first friction plate. The plurality of first coupling teeth are circumferentially spaced at equal intervals and are alternately arranged with the plurality of first separation mechanisms. The first coupling teeth include a plurality of first coupling teeth, which are arranged sequentially along the outer edge of the first friction plate. The second friction plate has the same structure as the first friction plate.

[0014] Preferably, a plurality of second coupling tooth groups are circumferentially spaced at equal intervals on the outer edge of the first steel sheet. The plurality of second coupling tooth groups are circumferentially spaced at equal intervals and are alternately arranged with the plurality of second separation mechanisms. The second coupling tooth group includes a plurality of second coupling teeth, which are arranged sequentially along the outer edge of the first steel sheet. The second steel sheet has the same structure as the first steel sheet.

[0015] Compared with the prior art, the present invention has the following advantages and technical effects: When the clutch assembly of the present invention is working, multiple first friction plates and multiple first steel plates are arranged alternately, and second friction plates and second steel plates are respectively located at the axial ends of the friction pair. In the clutch disengaged state, the first separation structure, the second separation structure, the third separation structure, and the fourth separation structure respectively support the gaps between adjacent first friction plates, between adjacent first steel plates, between the second steel plate and the end first steel plate, and between the second friction plate and the adjacent first friction plate, maintaining stable separation between the friction pair plates; when axial pressure is applied to the second steel plates at both ends, each separation structure is compressed, and the first friction plates, the first steel plates, the second friction plates, and the second steel plates are in contact with each other, and power transmission is achieved by relying on the friction contact surface.

[0016] This invention provides an integrally formed separation structure on the friction plate and steel plate, which stabilizes and limits the gap between the plates when the clutch is disengaged, reduces the viscous shearing effect of the oil film in the friction pair gap, reduces the belt torque, and at the same time suppresses the nonlinear axial oscillation of the friction plate and steel plate during high-speed rotation, avoids intermittent contact and collision friction, improves motion instability and local abnormal wear, and enhances the working efficiency and operational reliability of the transmission system. It solves the defects of traditional wet clutches, such as large belt torque and poor stability under high-speed conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort: Figure 1 is an indicative diagram of the present invention; Figure 2 is a right view of the present invention; Figure 3 is a cross-sectional view along direction AA in Figure 1; Figure 4 is a partial enlarged view of point B in Figure 2; Figure 5 is a partial enlarged view of point C in Figure 3; wherein, 1, first friction plate; 2, first steel plate; 3, second friction plate; 4, second steel plate; 11, first coupling tooth; 12, first force transmission tooth; 13, second force transmission tooth; 21, second coupling tooth; 22, third force transmission tooth; 23, fourth force transmission tooth; 31, third coupling tooth; 32, fifth force transmission tooth; 41, fourth coupling tooth; 42, sixth force transmission tooth. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] Referring to Figures 1 to 5, this invention discloses a clutch assembly with low drag torque, comprising: a plurality of first friction plates 1, a plurality of first steel plates 2, and two second friction plates 3 and two second steel plates 4. The plurality of first friction plates 1 and the plurality of first steel plates 2 are arranged alternately at intervals. The second friction plates 3 are located on one side of the first steel plates 2 at the ends, and the second steel plates 4 are located on the side of the second friction plates 3 away from the first steel plates 2. A first separation structure is provided between two adjacent first friction plates 1, and the first separation structure is integrally formed with the first friction plates 1. A second separation structure is provided on two adjacent first steel plates 2, and the second separation structure is integrally formed with the first steel plates 2. A third separation structure is provided between the second steel plates 4 and the first steel plates 2 located at the ends, and the third separation structure is integrally formed with the second steel plates 4. A fourth separation structure is provided between the second friction plates 3 and the adjacent first friction plates 1, and the fourth separation structure is integrally formed with the second friction plates 3. Pressure is applied to the two second steel plates 4 located at both ends to make the plurality of first friction plates 1, the plurality of first steel plates 2, and the two second friction plates 3 and the two second steel plates 4 fit together to transmit power.

[0021] A clutch assembly with low drag torque mainly consists of multiple first friction plates 1, multiple first steel plates 2, two second friction plates 3, and two second steel plates 4. The first friction plates 1 and first steel plates 2 are arranged alternately. The second friction plates 3 are located on one side of the end first steel plate 2, and the second steel plates 4 are located on the side of the second friction plates 3 away from the first steel plate 2. A first separation structure integrally formed with the first friction plate 1 is provided between adjacent first friction plates 1. A second separation structure integrally formed with the first steel plate 2 is provided between adjacent first steel plates 2. A third separation structure integrally formed with the second steel plate 4 is provided between the second steel plate 4 and the end first steel plate 2. A fourth separation structure integrally formed with the second friction plate 3 is provided between the second friction plate 3 and the adjacent first friction plate 1. By applying axial pressure to the two end second steel plates 4, the first friction plates 1, first steel plates 2, second friction plates 3, and second steel plates 4 are brought into contact with each other to transmit power. When separated, each separation structure maintains the gap between the plates, reducing the viscous shear of the oil film and lowering the drag torque.

[0022] The scheme is further optimized. The first separation structure includes a plurality of first force transmission tooth groups disposed on the inner or outer edge of the first friction plate 1. The plurality of first force transmission tooth groups are circumferentially spaced. The first force transmission tooth group includes a first force transmission tooth 12 protruding from one side of the first friction plate 1 and a second force transmission tooth 13 protruding from the other side of the first friction plate 1. The first force transmission tooth 12 and the second force transmission tooth 13 are integrally formed with the first friction plate 1. The first force transmission tooth 12 of one of the first friction plates 1 abuts against the second force transmission tooth 13 of another first friction plate 1 that is close to it.

[0023] The first separation structure includes multiple first force transmission tooth groups arranged at equal intervals in the circumferential direction on the inner or outer edge of the first friction plate 1. Each group includes a first force transmission tooth 12 protruding to one side of the first friction plate 1 and a second force transmission tooth 13 protruding to the other side. The first force transmission tooth 12 and the second force transmission tooth 13 are integrally formed with the first friction plate 1. The first force transmission tooth 12 of one first friction plate 1 abuts against the second force transmission tooth 13 of the adjacent first friction plate 1 to realize the gap support and limit between adjacent first friction plates 1, avoid local contact, and stably reduce the belt torque.

[0024] Further optimizing the scheme, the second separation structure includes multiple second force transmission tooth groups disposed on the outer or inner edge of the first steel sheet 2. The multiple second force transmission tooth groups are circumferentially spaced. Each second force transmission tooth group includes a third force transmission tooth 22 protruding from one side of the first steel sheet 2 and a fourth force transmission tooth 23 protruding from the other side of the first steel sheet 2. Both the third force transmission tooth 22 and the fourth force transmission tooth 23 are integrally formed with the first steel sheet 2. The third force transmission tooth 22 of one first steel sheet 2 abuts against the fourth force transmission tooth 23 of another first steel sheet 2 that is close to it.

[0025] The second separation structure includes multiple second force transmission tooth groups distributed circumferentially at equal intervals on the outer or inner edge of the first steel sheet 2. Each group includes a third force transmission tooth 22 protruding to one side of the first steel sheet 2 and a fourth force transmission tooth 23 protruding to the other side. The third force transmission tooth 22 and the fourth force transmission tooth 23 are integrally formed with the first steel sheet 2. The third force transmission tooth 22 of one first steel sheet 2 abuts against the fourth force transmission tooth 23 of the adjacent first steel sheet 2, stabilizing the gap between adjacent first steel sheets 2, suppressing axial oscillation and collision friction, and reducing the belt torque generated by oil film shear.

[0026] Further optimizing the scheme, the third separation structure includes a plurality of fifth force transmission teeth 32 disposed on the inner or outer edge of the second friction plate 3. The plurality of fifth force transmission teeth 32 are circumferentially spaced, and the fifth force transmission teeth 32 protrude from the side of the second friction plate 3 near the other second friction plate 3. The fifth force transmission teeth 32 are integrally formed with the second friction plate 3, and the fifth force transmission teeth 32 abut against the first force transmission teeth 12 or the second force transmission teeth 13 on the first friction plate 1 near the second friction plate 3.

[0027] The third separation structure includes a plurality of fifth force transmission teeth 32 disposed at equal intervals in the circumferential direction on the inner or outer edge of the second friction plate 3. The fifth force transmission teeth 32 protrude toward the side of the second friction plate 3 closer to another second friction plate 3 and are integrally formed with the second friction plate 3. The fifth force transmission teeth 32 abut against the first force transmission teeth 12 or second force transmission teeth 13 on the adjacent first friction plate 1, limiting the gap between the second friction plate 3 and the first friction plate 1, and ensuring that the end area also achieves the low belt torque effect.

[0028] The scheme is further optimized. The fourth separation mechanism includes a plurality of sixth force transmission teeth 42 disposed on the outer or inner edge of the second steel sheet 4. The plurality of sixth force transmission teeth 42 are circumferentially spaced. The sixth force transmission teeth 42 protrude from the side of the second steel sheet 4 near another second steel sheet 4. The sixth force transmission teeth 42 are integrally formed with the second steel sheet 4. The sixth force transmission teeth 42 abut against the third force transmission teeth 22 or the fourth force transmission teeth 23 on the first steel sheet 2 near the second steel sheet 4.

[0029] The fourth separation structure includes a plurality of sixth force transmission teeth 42 disposed on the outer or inner edge of the second steel sheet 4 and distributed at equal intervals in the circumference. The sixth force transmission teeth 42 protrude toward the side of the second steel sheet 4 that is close to another second steel sheet 4 and are integrally formed with the second steel sheet 4. The sixth force transmission teeth 42 abut against the third force transmission teeth 22 or the fourth force transmission teeth 23 on the adjacent first steel sheet 2, limiting the gap between the second steel sheet 4 and the first steel sheet 2, and maintaining the uniformity of the overall friction pair gap.

[0030] The scheme is further optimized as follows: the length of the first transmission tooth 12 and the second transmission tooth 13 protruding from the first friction plate 1 is 0.6-0.8 times the thickness of the first friction plate 1; the length of the third transmission tooth 22 and the fourth transmission tooth 23 protruding from the first steel plate 2 is 0.6-0.8 times the thickness of the first steel plate 2; the length of the fifth transmission tooth 32 protruding from the second friction plate 3 is 0.6-0.8 times the thickness of the second friction plate 3; and the length of the sixth transmission tooth 42 protruding from the second steel plate 4 is 0.6-0.8 times the thickness of the second steel plate 4.

[0031] The first transmission tooth 12 and the second transmission tooth 13 protrude from the first friction plate 1 by a length that is 0.6-0.8 times the thickness of the first friction plate 1. The third transmission tooth 22 and the fourth transmission tooth 23 protrude from the first steel plate 2 by a length that is 0.6-0.8 times the thickness of the first steel plate 2. The fifth transmission tooth 32 protrudes from the second friction plate 3 by a length that is 0.6-0.8 times the thickness of the second friction plate 3. The sixth transmission tooth 42 protrudes from the second steel plate 4 by a length that is 0.6-0.8 times the thickness of the second steel plate 4. This size setting can form a stable support gap in the separation condition and will not generate excessive additional resistance in the combined condition, taking into account both low belt torque and reliable torque transmission.

[0032] Further optimize the scheme by having 3-5 sets of the first and second power transmission gear groups, and 3-5 sets of the fifth and sixth power transmission gears (32 and 42 respectively).

[0033] The number of the first and second transmission gear sets is 3-5, and the number of the fifth transmission gear 32 and the sixth transmission gear 42 is 3-5. The circumferential support is uniform, the clearance is consistent, the torque fluctuation is small, and the running stability of the clutch is improved.

[0034] Further optimization of the scheme also includes an outer hub body, within which an inner hub body is coaxially arranged. The first friction plate 1, the first steel plate 2, the second friction plate 3, and the second steel plate 4 are all disposed between the outer hub body and the inner hub body. The outer hub body is connected to the first steel plate 2 and the second steel plate 4. The first steel plate 2 and the second steel plate 4 are arranged sequentially at intervals along the length direction of the outer hub body and move along the length direction of the outer hub body. The first friction plate 1 and the second friction plate 3 are arranged sequentially at intervals along the length direction of the inner hub body and move along the length direction of the inner hub body.

[0035] The clutch assembly also includes an outer hub and a coaxially arranged inner hub. The first friction plate 1, the first steel plate 2, the second friction plate 3, and the second steel plate 4 are all located between the outer hub and the inner hub. The outer hub is connected to the first steel plate 2 and the second steel plate 4. The first steel plate 2 and the second steel plate 4 can move axially along the length of the outer hub, and the first friction plate 1 and the second friction plate 3 can move axially along the length of the inner hub, ensuring smooth clutch engagement and disengagement, stable force transmission, and normal clearance control function of each separation structure.

[0036] In a further optimized scheme, multiple first coupling tooth groups are circumferentially spaced at the inner edge of the first friction plate 1. The multiple first coupling tooth groups are circumferentially spaced at equal intervals. The multiple first coupling tooth groups are alternately arranged with multiple first separation mechanisms. The first coupling tooth group includes multiple first coupling teeth 11. The multiple first coupling teeth 11 are arranged sequentially along the outer edge of the first friction plate 1. The second friction plate 3 has the same structure as the first friction plate 1.

[0037] Multiple third coupling tooth groups are circumferentially spaced at the inner edge of the second friction plate 3. The multiple third coupling tooth groups are alternately arranged with multiple fifth force transmission teeth 32. The multiple third coupling tooth groups are circumferentially spaced. The third coupling tooth groups include multiple third coupling teeth 31. The multiple third coupling teeth 31 are arranged sequentially along the outer edge of the second friction plate 3.

[0038] The inner edge of the first friction plate 1 is provided with a plurality of first coupling teeth groups that are circumferentially and equally spaced. The first coupling teeth groups are arranged alternately with the first separation structure. The first coupling teeth group includes a plurality of first coupling teeth 11. The first coupling teeth 11 are arranged at intervals along the outer edge of the first friction plate 1. The second friction plate 3 has the same structure as the first friction plate 1, which ensures spline meshing and circumferential force transmission without interfering with the gap support function of the force transmission teeth.

[0039] In a further optimized scheme, multiple second coupling tooth groups are circumferentially spaced at the outer edge of the first steel sheet 2. The multiple second coupling tooth groups are circumferentially spaced at equal intervals. The multiple second coupling tooth groups are interleaved with multiple second separation mechanisms. The second coupling tooth group includes multiple second coupling teeth 21. The multiple second coupling teeth 21 are arranged sequentially along the outer edge of the first steel sheet 2. The second steel sheet 4 has the same structure as the first steel sheet 2.

[0040] Multiple fourth coupling tooth groups are circumferentially spaced at equal intervals on the outer edge of the second steel sheet 4. The multiple fourth coupling tooth groups are circumferentially spaced at equal intervals, and the multiple fourth coupling tooth groups are alternately arranged with multiple sixth force transmission teeth 42. The fourth coupling tooth group includes multiple fourth coupling teeth 41, and the multiple fourth coupling teeth 41 are arranged sequentially along the outer edge of the second steel sheet 4.

[0041] The outer edge of the first steel sheet 2 is provided with a plurality of second coupling tooth groups distributed circumferentially at equal intervals. The second coupling tooth groups are arranged alternately with the second separation structure. The second coupling tooth groups include a plurality of second coupling teeth 21. The second coupling teeth 21 are arranged at intervals along the outer edge of the first steel sheet 2. The second steel sheet 4 has the same structure as the first steel sheet 2, which ensures reliable meshing between the steel sheet and the outer hub body, stable force transmission, and does not affect the normal operation of the separation structure.

[0042] Multiple first spline grooves are formed on the outer side wall of the inner hub body. The first spline grooves are arranged along the length direction of the inner hub body. The multiple first spline grooves are arranged in a one-to-one correspondence with multiple first coupling teeth 11. The first coupling teeth 11 and the third coupling teeth 31 are slidably arranged in the first spline grooves. Multiple second spline grooves are formed on the inner side wall of the outer hub body. The second spline grooves are arranged along the length direction of the outer hub body. The multiple second spline grooves are arranged in a one-to-one correspondence with multiple second coupling teeth 21. The second coupling teeth 21 and the fourth coupling teeth 41 are slidably arranged in the second spline grooves.

[0043] Among them, the first force transmission tooth 12, the second force transmission tooth 13 and the first coupling tooth 11 are arranged on the same side, the third force transmission tooth 22, the fourth force transmission tooth 23 and the second coupling tooth 21 are arranged on the same side, the fifth force transmission tooth 32 and the third coupling tooth 31 are arranged on the same side, and the sixth force transmission tooth 42 and the fourth coupling tooth 41 are arranged on the same side.

[0044] The first power transmission tooth 12, the second power transmission tooth 13, the third power transmission tooth 22, the fourth power transmission tooth 23, the fifth power transmission tooth 32, and the sixth power transmission tooth 42 are all deformable.

[0045] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0046] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A clutch assembly with low drag torque, characterized in that, include: The system comprises multiple first friction plates (1), multiple first steel plates (2), two second friction plates (3), and two second steel plates (4). The multiple first friction plates (1) and multiple first steel plates (2) are arranged alternately. The second friction plates (3) are located on one side of the first steel plates (2) at the ends, and the second steel plates (4) are located on the side of the second friction plates (3) away from the first steel plates (2). A first separation structure is provided between two adjacent first friction plates (1), and the first separation structure is integrally formed with the first friction plates (1). A second separation structure is provided on two adjacent first steel plates (2). The two separation structures are integrally formed with the first steel sheet (2). A third separation structure is provided between the second steel sheet (4) and the first steel sheet (2) located at the end. The third separation structure is integrally formed with the second steel sheet (4). A fourth separation structure is provided between the second friction sheet (3) and the adjacent first friction sheet (1). The fourth separation structure is integrally formed with the second friction sheet (3). Pressure is applied to the two second steel sheets (4) located at both ends, so that multiple first friction sheets (1), multiple first steel sheets (2), two second friction sheets (3), and two second steel sheets (4) fit together to transmit power.

2. A clutch assembly with low torque output according to claim 1, characterized in that: The first separation structure includes a plurality of first force transmission tooth groups disposed on the inner or outer edge of the first friction plate (1). The plurality of first force transmission tooth groups are circumferentially spaced. The first force transmission tooth group includes a first force transmission tooth (12) protruding from one side of the first friction plate (1) and a second force transmission tooth (13) protruding from the other side of the first friction plate (1). The first force transmission tooth (12) and the second force transmission tooth (13) are integrally formed with the first friction plate (1). The first force transmission tooth (12) of one of the first friction plates (1) abuts against the second force transmission tooth (13) of another first friction plate (1) that is close to it.

3. A clutch assembly with low torque output according to claim 2, characterized in that: The second separation structure includes multiple second force transmission tooth groups disposed on the outer or inner edge of the first steel sheet (2). The multiple second force transmission tooth groups are circumferentially spaced. Each second force transmission tooth group includes a third force transmission tooth (22) protruding from one side of the first steel sheet (2) and a fourth force transmission tooth (23) protruding from the other side of the first steel sheet (2). The third force transmission tooth (22) and the fourth force transmission tooth (23) are integrally formed with the first steel sheet (2). The third force transmission tooth (22) of one of the first steel sheets (2) abuts against the fourth force transmission tooth (23) of another first steel sheet (2) that is close to it.

4. A clutch assembly with low torque output according to claim 3, characterized in that: The third separation structure includes a plurality of fifth force transmission teeth (32) disposed on the inner or outer edge of the second friction plate (3). The plurality of fifth force transmission teeth (32) are circumferentially spaced. The fifth force transmission teeth (32) protrude from the side of the second friction plate (3) near the other second friction plate (3). The fifth force transmission teeth (32) are integrally formed with the second friction plate (3). The fifth force transmission teeth (32) abut against the first force transmission teeth (12) or the second force transmission teeth (13) on the first friction plate (1) near the second friction plate (3).

5. A clutch assembly with low drag torque according to claim 4, characterized in that: The fourth separation mechanism includes a plurality of sixth force transmission teeth (42) disposed on the outer or inner edge of the second steel sheet (4). The plurality of sixth force transmission teeth (42) are circumferentially spaced. The sixth force transmission teeth (42) protrude from the side of the second steel sheet (4) near another second steel sheet (4). The sixth force transmission teeth (42) are integrally formed with the second steel sheet (4). The sixth force transmission teeth (42) abut against the third force transmission teeth (22) or the fourth force transmission teeth (23) on the first steel sheet (2) near the second steel sheet (4).

6. A clutch assembly with low drag torque according to claim 5, characterized in that: The first force transmission tooth (12) and the second force transmission tooth (13) protrude from the first friction plate (1) by a length that is 0.6-0.8 times the thickness of the first friction plate (1). The third force transmission tooth (22) and the fourth force transmission tooth (23) protrude from the first steel plate (2) by a length that is 0.6-0.8 times the thickness of the first steel plate (2). The fifth force transmission tooth (32) protrudes from the second friction plate (3) by a length that is 0.6-0.8 times the thickness of the second friction plate (3). The sixth force transmission tooth (42) protrudes from the second steel plate (4) by a length that is 0.6-0.8 times the thickness of the second steel plate (4).

7. A clutch assembly with low drag torque according to claim 5, characterized in that: The number of the first and second power transmission tooth groups is 3-5, and the number of the fifth power transmission tooth (32) and the sixth power transmission tooth (42) is 3-5.

8. A clutch assembly with low drag torque according to claim 1, characterized in that: It also includes an outer hub body, and an inner hub body is coaxially arranged inside the outer hub body. The first friction plate (1), the first steel plate (2), the second friction plate (3) and the second steel plate (4) are all arranged between the outer hub body and the inner hub body. The outer hub body is connected to the first steel plate (2) and the second steel plate (4). The first steel plate (2) and the second steel plate (4) are arranged sequentially at intervals along the length direction of the outer hub body and move along the length direction of the outer hub body. The first friction plate (1) and the second friction plate (3) are arranged sequentially at intervals along the length direction of the inner hub body and move along the length direction of the inner hub body.

9. A clutch assembly with low torque output according to claim 8, characterized in that: The first friction plate (1) has a plurality of first coupling teeth set circumferentially spaced at its inner edge. The plurality of first coupling teeth set circumferentially spaced at the same interval. The plurality of first coupling teeth set circumferentially spaced at the same interval and the plurality of first separation mechanisms are alternately arranged. The first coupling teeth set includes a plurality of first coupling teeth (11). The first coupling teeth (11) are coupled to the inner hub body. The plurality of first coupling teeth (11) are arranged sequentially along the outer edge of the first friction plate (1). The second friction plate (3) has the same structure as the first friction plate (1).

10. A clutch assembly with low torque output according to claim 8, characterized in that: The outer edge of the first steel sheet (2) is provided with a plurality of second coupling teeth at equal intervals in the circumferential direction. The plurality of second coupling teeth are arranged at equal intervals in the circumferential direction. The plurality of second coupling teeth are arranged alternately with the plurality of second separation mechanisms. The second coupling teeth include a plurality of second coupling teeth (21). The second coupling teeth (21) are coupled with the outer hub body. The plurality of second coupling teeth (21) are arranged sequentially along the outer edge of the first steel sheet (2). The second steel sheet (4) has the same structure as the first steel sheet (2).

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