Torque transmission structure for power division

Abstract

The utility model relates to a torque transmission structure, and provides a torque transmission structure for power splitting in order to solve the problem that the conventional torque transmission structure cannot control and adjust the power splitting proportion, and the like, which comprises an input shaft, an outer hub, a piston, a friction assembly, a spring, a baffle plate, a bearing and an output gear assembly, the piston is circumferentially limited on the outer hub through a pin; the friction assembly comprises n friction plates, n-1 steel plates and a back plate, and the n friction plates and the n-1 steel plates are arranged alternately; the friction plate at the head end is in contact with the piston, the friction plate at the tail end is in contact with the back plate, the n friction plates are connected with the output gear assembly through splines, and the n-1 steel sheets and the back plate are connected with the outer hub through splines; under the action of oil pressure, the input shaft, the outer hub, the friction assembly and the output gear assembly form a first torque transmission path; the input shaft, the outer hub, the pin, the piston, the friction assembly and the output gear assembly form a second torque transmission route so as to achieve accurate power distribution.

Description

Technical Field

[0001] The utility model relates to a torque transmission structure, in particular to a power split torque transmission structure. Background Art

[0002] The torque transmission structure is the basic structure in the automotive field. The power generated by the car engine is transmitted to the drive axle through the clutch, transmission, and universal joint, providing sufficient traction and driving speed changes for the car during driving, thereby smoothly ensuring that the car can operate and drive safely and stably.

[0003] As a torque transmission structure, the clutch is widely used in the automobile power transmission system. It is used as a combination tool for the engine and the transmission system. With the development of science and technology, the clutch can be divided into the following types: ① Hydraulic coupling, also known as hydraulic torque converter, which transmits power through oil transmission and uses oil to drive the turbine to achieve power transmission; ② Electromagnetic clutch, which achieves power transmission through electromagnetic induction of the coil; ③ Friction clutch, which is divided into single, double, multi-disc and other types according to the number of driven discs.

[0004] With the development of the automotive industry, there are demands for smaller size and higher load-bearing capacity for automotive parts. Therefore, how to improve the torque carrying capacity of existing products is the direction for future product improvements.

[0005] Chinese patent CN 212803986 U discloses an overload protection device with adjustable limit transmission torque, which can realize overload adjustment of transmission torque. When the limit torque is exceeded, it automatically unloads, and when it is lower than the limit torque, it automatically recovers and continues to transmit torque. However, the device cannot accurately control and divert the power of the torque transmission structure, which affects the stability of the torque transmission structure. Therefore, it is very necessary to find a torque transmission structure that can improve the torque carrying capacity and accurately control the power diversion. Utility Model Content

[0006] The utility model aims to solve the problems that the existing torque transmission structure cannot accurately control and adjust the power split ratio and has poor structural stability, and proposes a power split torque transmission structure.

[0007] To achieve the above purpose, the solution proposed by the utility model is:

[0008] A power split torque transmission structure comprises an input shaft, and an outer hub, a piston, a friction assembly, a spring, a baffle, a bearing and an output gear assembly which are axially connected in sequence from the input end to the output end of the input shaft, wherein the friction assembly, the baffle and the bearing are all provided with a retaining ring assembly for forming an axial limit thereon, and the special feature thereof is that a pin is provided between the outer hub and the piston, and the piston forms a circumferential limit on the outer hub through the pin;

[0009] The friction assembly comprises n friction plates, n-1 steel plates and a back plate, wherein the n friction plates and the n-1 steel plates are arranged alternately; the friction plate at the head end contacts the piston, and the friction plate at the tail end contacts the back plate, the n friction plates are connected to the output gear assembly via internal splines, and the n-1 steel plates and the back plate are connected to the internal splines on the outer wheel hub via external splines;

[0010] Under the action of oil pressure, the input shaft, the outer hub, the friction assembly and the output gear assembly form a first torque transmission route; the input shaft, the outer hub, the pin, the piston, the friction assembly and the output gear assembly form a second torque transmission route;

[0011] The power of the first torque transmission route is set to P1 and the power of the second torque transmission route is set to P2, and the two satisfy the following formula: P1:P2=(2n-1):1.

[0012] When the piston moves toward the friction plate under the action of oil pressure, the friction plate and the steel plate are squeezed on the back plate to generate friction, and the torque is transmitted from the outer hub to the output gear assembly, forming a first torque transmission route;

[0013] The wall surface at the end of the piston can not only support the limiting friction plate, but also when the piston is working, a pair of friction pairs are formed between the connecting surfaces of the piston and the friction plate, which can transmit torque and form a second torque transmission route, thereby increasing the torque capacity of the system and reducing the torque requirement of the spline.

[0014] The number of friction pairs in the second torque transmission route is 1. When the number of friction plates is changed, the number of friction pairs in the first torque transmission route changes accordingly. Therefore, the power split ratio of the two torque transmission routes can be accurately controlled by adjusting the number of friction plates.

[0015] Furthermore, a throttling hole is provided on the side wall of the outer hub along its circumference for draining oil under the action of centrifugal force.

[0016] Among them, when the torque transmission structure is not working, the transmission oil is thrown out through the throttle hole under the action of centrifugal force, which can eliminate the influence of increased drag torque caused by centrifugal force and improve system efficiency.

[0017] Furthermore, the throttle hole is arranged at the connection between the side wall and the end face of the outer hub.

[0018] Furthermore, the outer side of the piston is provided with an outer sealing groove, the inner side is provided with an inner sealing groove, the outer sealing groove is installed with an outer sealing ring, the outer side of the piston matches with the inner side of the outer hub, and a seal is formed between the two through the outer sealing ring;

[0019] An inner sealing ring is installed on the inner sealing groove, and the inner side of the piston matches with the input shaft, and a seal is formed between the two through the inner sealing ring.

[0020] Furthermore, the outer hub and the piston are respectively provided with a pin hole and a piston pin hole adapted to the pin, and the two ends of the pin are respectively matched with the pin hole and the piston pin hole, and the outer hub and the piston form a circumferential limit through the pin, and the pin is used to prevent the piston from rotating and transmit the torque from the outer hub to the piston.

[0021] Furthermore, the retaining ring assembly comprises a first retaining ring, a second retaining ring, a third retaining ring and a fourth retaining ring, wherein the first retaining ring is arranged on a side of the back plate away from the rear end friction plate, and is used to form an axial limit for the friction assembly;

[0022] The second retaining ring and the third retaining ring are arranged on both sides of the bearing to form an axial limit for the bearing;

[0023] The fourth retaining ring is arranged on one side of the baffle plate close to the bearing, and is used to form axial limitation for the baffle plate.

[0024] Furthermore, the input shaft is provided with a third retaining ring groove and a fourth retaining ring groove matching with the third retaining ring and the fourth retaining ring;

[0025] The output gear assembly is provided with a second retaining ring groove matching with the second retaining ring.

[0026] Furthermore, a first retaining ring groove matching with the first retaining ring is provided on the inner wall of the outer hub.

[0027] Furthermore, there are three friction plates and two steel plates.

[0028] Beneficial effects of the utility model:

[0029] [1] In the utility model, a pin is arranged between the outer hub and the piston to prevent the piston from rotating, thereby eliminating the problem of unstable torque transmission caused by the rotation of the piston. At the same time, the torque can be transmitted from the outer hub to the piston, thereby realizing torque power diversion and improving the stability and reliability of the torque transmission structure.

[0030] [2] The friction plate and the steel plate in the utility model form a friction pair to form a torque transmission route; the friction plate in contact with the piston forms a friction pair to form a second torque transmission route. The two torque transmission routes cooperate to greatly improve the torque carrying capacity of the system and reduce the stress of the friction plate spline. By adjusting the number of friction plates, the power split ratio of the two torque transmission routes can be accurately controlled, improving the applicability of the torque transmission structure.

[0031] [3] The utility model provides a throttle hole on the side wall of the outer wheel hub. When the torque transmission structure is not working, the transmission oil is thrown out through the throttle hole under the action of centrifugal force, which can eliminate the influence of the increase of the drag torque caused by the centrifugal force and improve the system efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a structural decomposition schematic diagram of an embodiment of a power split torque transmission structure of the utility model;

[0033] Figure 2 It is a cross-sectional view of the torsion transmission structure in the embodiment of the utility model;

[0034] Figure 3 It is a cross-sectional view of the input shaft and the outer hub in the embodiment of the utility model;

[0035] Figure 4 A cross-sectional view of a piston in an embodiment of the utility model;

[0036] Figure 5 This is a schematic diagram of the torque transmission route in the embodiment of the utility model;

[0037] Figure 6 It is a partial enlarged view of the output gear assembly in the embodiment of the utility model;

[0038] Reference numerals:

[0039] 1-input shaft, 101-fourth retaining ring groove, 102-third retaining ring groove, 2-outer hub, 201-throttle hole, 202-pin hole, 203-first retaining ring groove, 204-outer hub spline, 3-pin, 4-piston, 401-outer sealing groove, 402-inner sealing groove, 403-piston pin hole, 404 piston end face, 5-outer sealing ring, 6-inner sealing ring, 7-steel plate, 8-friction plate, 9-first retaining ring, 10-back plate, 11-second retaining ring, 12-bearing, 13-third retaining ring, 14-fourth retaining ring, 15-spring, 16-baffle, 17-output gear assembly, 1701-second retaining ring groove. DETAILED DESCRIPTION

[0040] like Figure 1 As shown, a power-split torque transmission structure mainly includes an input shaft 1, an outer hub 2, a pin 3, a piston 4, an outer sealing ring 5, an inner sealing ring 6, a steel plate 7, a friction plate 8, a first retaining ring 9, a back plate 10, a second retaining ring 11, a bearing 12, a third retaining ring 13, a fourth retaining ring 14, a spring 15, a baffle 16, and an output gear assembly 17.

[0041] like Figure 2 As shown, the main structure of the torque transmission structure includes an input shaft 1, an outer hub 2 and an output gear assembly 17, and the outer hub 2 is fixed to the input shaft 1 by welding.

[0042] like Figure 3As shown, the input shaft 1 is provided with a fourth retaining ring groove 101 and a third retaining ring groove 102; the outer hub 2 is provided with a throttle hole 201, a pin hole 202, a first retaining ring groove 203, and an outer hub spline 204, the pin 3 is inserted into the pin hole 202, and a throttle hole 201 is provided on the outer wall of the outer hub 2. When the structure is not working, the transmission oil is thrown out through the throttle hole 201 under the action of centrifugal force, which can eliminate the influence of the increase in drag torque caused by the centrifugal force.

[0043] like Figure 4 As shown, the piston 4 is provided with an outer sealing groove 401, an inner sealing groove 402 and a piston pin hole 403, the inner sealing ring 6 is installed in the inner sealing groove 402 of the piston 4, the outer sealing ring 5 is installed in the outer sealing groove 401 of the piston 4, and then the piston 4 is installed in the outer hub 2, the inner sealing ring 6 contacts with the wall surface of the input shaft to form a seal, and the outer sealing ring 5 contacts with the wall surface 205 of the outer hub to form a seal; the piston pin hole 403 cooperates with the pin 3, and the pin hole 202, the pin 3 and the piston pin hole 403 cooperate to form a circumferential limit between the outer hub 2 and the piston 4, which can not only prevent the piston 4 from rotating, but also transmit the torque from the outer hub 2 to the piston 4.

[0044] Then, the friction plate 8, steel plate 7, and back plate 10 are sequentially installed along the axial direction of the input shaft 1, and finally the first retaining ring 9 is installed in the first retaining ring groove 203 to limit the above parts in the axial direction. The outer splines of the steel plate 7 and the back plate 10 cooperate with the outer hub splines 204 to transmit torque, and the inner splines of the friction plate 8 cooperate with the outer splines of the output gear assembly 17 to transmit torque.

[0045] like Figure 6 As shown, the spring 15 is mounted on the piston 4, and then the baffle 16 is mounted, and the axial fixation is performed by the fourth baffle ring 14 assembled in the fourth baffle ring groove 101. The bearing 12 is assembled between the input shaft 1 and the output gear assembly 17 for support and to ensure the relative rotation of the input shaft 1 and the output gear assembly 17. The second baffle ring 11 and the third baffle ring 13 are respectively assembled on the second baffle ring groove 1701 and the third baffle ring groove 102, and the bearing 12 is axially positioned by the second baffle ring 11 and the third baffle ring 13.

[0046] Under the action of oil pressure, the piston 4 overcomes the compression force of the spring 12 and produces axial displacement along the pin 3. The friction plate 8 and the steel plate 7 are squeezed on the back plate 10 to generate friction, and the torque is transmitted from the outer hub 2 to the output gear assembly 17 through the friction plate 8 and the steel plate 7. In this process, the piston end face 404 supports and compresses the friction plate 8, and at the same time forms a pair of friction pairs, which increases the torque capacity of the torque transmission structure and reduces the stress of the friction spline, ensuring the stability of the torque transmission structure. When the oil pressure is removed, the piston 4 is reset under the action of the spring 12, and the torque transmission is interrupted.

[0047] like Figure 5As shown, the torque transmission routes of the torque transmission structure are: the first torque transmission route: input shaft 1, outer hub 2, steel plate 7, friction plate 8, output gear assembly 17; the second torque transmission route: input shaft 1, outer hub 2, pin 3, piston 4, friction plate 8, output gear assembly 17; the two torque transmission routes cooperate with each other to achieve the purpose of power diversion.

[0048] By adjusting the number of friction plate groups, the power diversion ratio can be accurately controlled. If three friction plates 8 are set up and two steel plates 7 are provided, the friction plates 8, the steel plates 7 and the back plate 10 form five pairs of friction pairs, forming the first torque transmission route; the piston end face 404 and the friction plate 8 form a pair of friction pairs, forming the second torque transmission route; therefore, the power ratio between the first torque transmission route and the second torque transmission route is 5:1.

[0049] If two friction plates 8 are provided with a steel plate 7, the friction plate 8, the steel plate 7 and the back plate 10 form three pairs of friction pairs, and the piston end face 404 and the friction plate 8 form a pair of friction pairs. Therefore, the power ratio between the first torque transmission route and the second torque transmission route is 3:1.

[0050] If one friction plate 8 is provided, the friction plate 8 and the back plate 10 form a friction pair, and the piston end face 4d and the friction plate 8 form a friction pair, so the power ratio of the first torque transmission route to the second torque transmission route is 1:1. It can be seen that when n friction plates 8 are provided, the power ratio of the first torque transmission route to the second torque transmission route is (2n-1):1, so by adjusting the number of friction plates, the power split ratio of the two torque transmission routes can be accurately controlled, thereby improving the applicability of the torque transmission structure.

Claims

1. A power split torque transmission structure, comprising an input shaft (1), and an outer hub (2), a piston (4), a friction assembly, a spring (15), a baffle (16), a bearing (12) and an output gear assembly (17) axially connected in sequence from the input end to the output end of the input shaft (1), wherein the friction assembly, the baffle (16) and the bearing (12) are all provided with a retaining ring assembly for forming an axial limit thereon, and characterized in that: A pin (3) is provided between the outer hub (2) and the piston (4), and the piston (4) forms a circumferential limit on the outer hub (2) through the pin (3); The friction assembly comprises n friction plates (8), n-1 steel plates (7) and a back plate (10), wherein the n friction plates (8) and the n-1 steel plates (7) are arranged alternately with each other; the friction plate (8) at the head end contacts the piston (4), and the friction plate (8) at the tail end contacts the back plate (10); the n friction plates (8) are connected to the output gear assembly (17) via internal splines, and the n-1 steel plates (7) and the back plate (10) are connected to the internal splines on the outer wheel hub (2) via external splines; Under the action of oil pressure, the input shaft (1), the outer wheel hub (2), the friction assembly and the output gear assembly (17) form a first torque transmission route; the input shaft (1), the outer wheel hub (2), the pin (3), the piston (4), the friction assembly and the output gear assembly (17) form a second torque transmission route; The power of the first torque transmission route is set to P1 and the power of the second torque transmission route is set to P2, and the two satisfy the following formula: P1:P2=(2n-1):

1.

2. A power split torque transmission structure according to claim 1, characterized in that: A throttling hole (201) is provided on the side wall of the outer hub (2) along its circumference for conducting oil under the action of centrifugal force.

3. A power split torque transmission structure according to claim 2, characterized in that: The throttle hole (201) is arranged at the connection between the side wall and the end surface of the outer hub (2).

4. A power split torque transmission structure according to any one of claims 1 to 3, characterized in that: The outer side of the piston (4) is provided with an outer sealing groove (401), and the inner side is provided with an inner sealing groove (402); an outer sealing ring (5) is installed on the outer sealing groove (401); the outer side of the piston (4) matches with the inner side of the outer wheel hub (2), and a seal is formed between the two via the outer sealing ring (5); An inner sealing ring (6) is installed on the inner sealing groove (402), and the inner side of the piston (4) matches with the input shaft (1), and a seal is formed between the two via the inner sealing ring (6).

5. A power split torque transmission structure according to claim 4, characterized in that: The outer hub (2) and the piston (4) are respectively provided with a pin hole (202) and a piston pin hole (403) adapted to the pin (3); the two ends of the pin (3) are respectively matched with the pin hole (202) and the piston pin hole (403), and the torque is transmitted from the outer hub (2) to the piston (4).

6. A power split torque transmission structure according to claim 5, characterized in that: The retaining ring assembly comprises a first retaining ring (9), a second retaining ring (11), a third retaining ring (13) and a fourth retaining ring (14); the first retaining ring (9) is arranged on a side of the back plate (10) away from the rear end friction plate (8) and is used to form an axial limit for the friction assembly; The second retaining ring (11) and the third retaining ring (13) are arranged on both sides of the bearing (12) and are used to form an axial limit for the bearing (12); The fourth retaining ring (14) is provided on a side of the baffle plate (16) close to the bearing (12) and is used to form an axial limit for the baffle plate (16).

7. A power split torque transmission structure according to claim 6, characterized in that: The input shaft (1) is provided with a third retaining ring groove (102) and a fourth retaining ring groove (101) which match the third retaining ring (13) and the fourth retaining ring (14); The output gear assembly (17) is provided with a second retaining ring groove (1701) matching the second retaining ring (11).

8. The power split torque transmission structure according to claim 7, characterized in that: A first retaining ring groove (203) matching with the first retaining ring (9) is provided on the inner wall of the outer wheel hub (2).

9. A power split torque transmission structure according to claim 8, characterized in that: There are three friction plates (8) and two steel plates (7).

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