Clutch and vehicle

Abstract

The utility model discloses a clutch and a vehicle. The clutch comprises a first transmission part, a second transmission part and a clutch part, wherein the first transmission part is connected with any one of an engine and a gearbox; the second transmission part is connected with the other one of the engine and the gearbox, the first transmission part is sleeved with the second transmission part, the second transmission part is rotationally connected with the first transmission part, and the second transmission part is provided with a first conical surface; the clutch piece is arranged on the first transmission piece in a sleeving manner, can synchronously rotate along with the first transmission piece and is provided with a second conical surface; the clutch part can be driven to move towards the second transmission part so that the first conical surface can abut against the second conical surface, and the second transmission part synchronously rotates along with the clutch part. Or the clutch piece can be driven to move away from the second transmission piece, so that the first conical surface is separated from the second conical surface, and the second transmission piece and the clutch piece can rotate relatively. According to the clutch, power transmission and cut-off are achieved through abutting connection and separation of the two conical surfaces, and the structure is simple.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a clutch and a vehicle. Background Art

[0002] In the vehicle field, the clutch, as an important component of the power transmission system, can gradually engage the engine and gearbox to ensure smooth starting of the vehicle, and temporarily cut off the connection between the engine and gearbox when shifting gears to reduce gear shift shock.

[0003] Most of the existing vehicles are equipped with multi-plate clutches, which often include a pressure plate, multiple friction plates, steel plates, a return spring and other structures. The engine and gearbox are combined through the combination and separation of multiple friction plates and steel plates. The structure of the multi-plate clutch is relatively complex, and it is difficult to manufacture and maintain, and the cost is relatively high. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a clutch, which realizes the transmission and cutting of power through the abutment and separation of two conical surfaces, has a relatively simple structure, and is relatively easy to manufacture and maintain.

[0005] The utility model also provides a vehicle with the clutch.

[0006] The clutch according to the first embodiment of the utility model comprises:

[0007] a first transmission member connected to any one of the engine and the gearbox;

[0008] a second transmission member, the second transmission member being connected to the other of the engine and the gearbox, the second transmission member being sleeved on the first transmission member and rotatably connected to the first transmission member, the second transmission member having a first conical surface;

[0009] A clutch member, the clutch member is sleeved on the first transmission member and arranged in parallel with the second transmission member, the clutch member can rotate synchronously with the first transmission member, and can be driven to move relative to the first transmission member along the axial direction of the first transmission member, and the clutch member has a second conical surface;

[0010] Wherein, the clutch member can be driven to move toward the second transmission member so that the first conical surface and the second conical surface abut against each other, and the second transmission member rotates synchronously with the clutch member; or, the clutch member can be driven to move away from the second transmission member so that the first conical surface and the second conical surface are separated, and the second transmission member and the clutch member can rotate relative to each other.

[0011] The clutch according to the embodiment of the utility model has at least the following beneficial effects:

[0012] The structure of the clutch of the present application is relatively simple. The power transmission and disconnection between the engine and the gearbox can be achieved through the contact and separation of the second transmission member and the clutch member. There are fewer parts, less difficulty in manufacturing and maintenance, and the cost is correspondingly low. In addition, since the clutch of the present application adopts a conical surface matching structure, higher transmission efficiency can be achieved by optimizing the angle and size design of the conical surface. Compared with the traditional clutch, the energy loss in the power transmission process is smaller, which helps to improve the fuel economy of the whole vehicle. In addition, due to the characteristics of the conical surface matching, the clutch member and the second transmission member can achieve a gradually increasing friction during the engagement process, thereby avoiding the impact and shaking phenomenon when the traditional clutch is engaged, making the driving process smoother and more comfortable, and improving the driving experience.

[0013] According to some embodiments of the present utility model, a flange is protruded on one side of the second transmission member toward the clutch member, the first conical surface is formed on the inner circumference of the flange, and the second conical surface is formed on the outer circumference of the clutch member;

[0014] Alternatively, a flange is protruding from one side of the clutch member toward the second transmission member, the second conical surface is formed on the inner circumferential surface of the flange, and the first conical surface is formed on the outer circumferential surface of the second transmission member.

[0015] According to some embodiments of the present utility model, at least one of the first conical surface or the second conical surface is provided with a friction portion, and the first conical surface and the second conical surface abut against each other through the friction portion;

[0016] Wherein, along the axial direction of the first transmission member, the width of the friction portion is 8 mm to 16 mm, and the thickness of the friction portion is 0.45 mm to 0.52 mm.

[0017] According to some embodiments of the present invention, the inclination angle of the first conical surface is 7° to 8°.

[0018] According to some embodiments of the utility model, the clutch further comprises a piston, wherein one side of the piston close to the clutch member abuts against the clutch member, and the other side of the piston defines a first hydraulic chamber with the first transmission member;

[0019] The piston can be driven by the pressure in the first hydraulic chamber to drive the clutch member to move toward the second transmission member until the first conical surface abuts against the second conical surface.

[0020] According to some embodiments of the utility model, the piston and the clutch define a first lubrication chamber, and when the clutch abuts against the second transmission member, the clutch and the second transmission member define a second lubrication chamber, the clutch is provided with a first oil hole, the first oil hole connects the first lubrication chamber and the second lubrication chamber, the piston is provided with a second oil hole connected to the first lubrication chamber, and the second oil hole is used to discharge the lubricating oil in the first lubrication chamber.

[0021] According to some embodiments of the utility model, the clutch also includes a diaphragm spring, which has an annular main body and a plurality of elastic arms connected to the inner ring side of the main body, and the clutch is connected to the main body. When the clutch is driven to move toward the second transmission member, the main body moves synchronously with the second transmission member to bend and deform the elastic arm; or, the elastic arm elastically resets and drives the clutch to move away from the second transmission member.

[0022] According to some embodiments of the utility model, a plurality of abutment protrusions are provided on a side of the clutch member facing the diaphragm spring, the abutment protrusions abut against the main body, and the plurality of abutment protrusions are arranged at intervals along the circumference of the clutch member.

[0023] According to some embodiments of the utility model, the clutch member includes an abutting portion for abutting against the second transmission member, a connecting portion for connecting to the first transmission member, and a web portion connecting the abutting portion and the connecting portion, and the thickness of the connecting portion is greater than the thickness of the web portion.

[0024] A vehicle according to an embodiment of the second aspect of the utility model comprises a vehicle body, an engine, a gearbox and a clutch as described in any one of the above embodiments, wherein the engine, the gearbox and the clutch are all arranged in the vehicle body, any one of the engine and the gearbox is connected to the first transmission member, and the other of the engine and the gearbox is connected to the second transmission member.

[0025] The vehicle according to the embodiment of the utility model has at least the following beneficial effects: the vehicle of the present application has lower production cost and maintenance cost by using a clutch with a conical structure, and has better economy.

[0026] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

[0028] Figure 1 A cross-sectional schematic diagram of a clutch according to an embodiment of the present utility model;

[0029] Figure 2 Another cross-sectional schematic diagram of a clutch according to an embodiment of the utility model;

[0030] Figure 3 It is an exploded schematic diagram of a clutch according to an embodiment of the utility model;

[0031] Figure 4 This is a schematic diagram of the structure of the diaphragm spring of an embodiment of the utility model;

[0032] Figure 5 It is a structural schematic diagram of a clutch member according to an embodiment of the utility model;

[0033] Figure 6 This is a schematic structural diagram of a first transmission member in an embodiment of the utility model;

[0034] Figure 7 The figure is a schematic diagram of the structure of the piston according to an embodiment of the utility model.

[0035] Reference numerals:

[0036] First transmission member 100; first shaft section 101; second shaft section 102; groove 1021; lubricating oil circuit 103; hydraulic oil circuit 104; external spline 110;

[0037] Second transmission member 200; first conical surface 210; flange 220; connecting hole 230;

[0038] Clutch 300; web portion 301; first oil hole 3011; connecting portion 302; internal spline 3021; ​​abutting portion 303; second conical surface 310; friction portion 311; second lubricating cavity 320; abutting protrusion 330; limiting protrusion 340;

[0039] Piston 400; first hydraulic chamber 410; first lubrication chamber 420; second oil hole 430;

[0040] Diaphragm spring 500; main body 510; elastic arm 520;

[0041] Needle roller bearing 600. DETAILED DESCRIPTION

[0042] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0043] In the description of the present invention, it should be understood that descriptions involving orientation, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0044] In the description of the present utility model, "several" means more than one, "many" means more than two, "greater than", "less than", "exceed" etc. are understood to exclude the number itself, and "above", "below", "within" etc. are understood to include the number itself. If there is a description of "first" or "second", it is only used to distinguish the technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0045] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0046] In the description of the utility model, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0047] In the vehicle field, the clutch, as an important component of the power transmission system, can gradually engage the engine and gearbox to ensure smooth starting of the vehicle, and temporarily cut off the connection between the engine and gearbox when shifting gears to reduce gear shift shock.

[0048] Most of the existing vehicles are equipped with multi-plate clutches, which often include a pressure plate, multiple friction plates, steel plates, a return spring and other structures. The engine and gearbox are combined through the combination and separation of multiple friction plates and steel plates. The structure of the multi-plate clutch is relatively complex, and it is difficult to manufacture and maintain, and the cost is relatively high.

[0049] To solve the above problems, the first embodiment of the present application proposes a clutch that is engaged and disengaged through a conical structure. The overall structure is relatively simple and is mainly used in vehicle power transmission systems. It is located between the engine and the gearbox as a power transmission and disconnection device between the two.

[0050] Specifically, the clutch of the present application includes a first transmission member 100, a second transmission member 200 and a clutch member 300. The first transmission member 100 is connected to one of the engine and the gearbox, and the second transmission member 200 is connected to the other of the engine and the gearbox. Figures 1 to 3 In the embodiment shown, the first transmission member 100 is a shaft-shaped structure, one end of which is directly connected to the flywheel or power output shaft of the engine through a spline connection or other reliable connection methods. The material of the first transmission member 100 is selected from high-strength alloy steel to ensure its stability and durability under high speed and high torque. Its surface is precision machined to ensure the matching accuracy with other components.

[0051] The second transmission member 200 is a disc-shaped structure, and the second transmission member 200 is connected to the input shaft of the gearbox to transmit power to the gearbox for speed regulation and output. The material of the second transmission member 200 is also selected from high-strength alloy steel to ensure its load-bearing capacity and wear resistance. The outer diameter of the second transmission member 200 is larger than that of the first transmission member 100, and it is sleeved on the first transmission member 100, that is, the second transmission member 200 is provided with a connecting hole 230, and the first transmission member 100 is passed through the connecting hole 230 and is rotatably connected to the second transmission member 200.

[0052] It should be noted that if Figure 1 As shown, the first transmission member 100 is a stepped shaft structure, having a plurality of shaft sections with different outer diameters along the axial direction, which are respectively used to connect different parts. The second transmission member 200 is set to be connected to the first shaft section 101 with the first transmission member 100, the hole diameter of the connecting hole 230 is larger than the outer diameter of the first shaft section 101, and a needle bearing 600 is also arranged on the first shaft section 101, and the hole wall of the connecting hole 230 is connected to the outer ring of the needle bearing 600, so that the second transmission member 200 can rotate compared with the first transmission member 100.

[0053] The clutch member 300 is also a disc-shaped structure, which is sleeved on the first transmission member 100 and arranged in parallel with the second transmission member 200 along the axial direction of the first transmission member 100. The clutch member 300 rotates synchronously with the first transmission member 100, and the clutch member 300 is driven to move relative to the first transmission member 100 along the axial direction of the first transmission member 100 to move toward or away from the second transmission member 200.

[0054] The second transmission member 200 is provided with a first conical surface 210, the generatrix of which forms a certain angle with the rotation axis of the first transmission member 100, and the clutch is provided with a second conical surface 310, the generatrix of which forms a certain angle with the rotation axis of the first transmission member 100. Moreover, the inclination direction and inclination angle of the first conical surface 210 and the second conical surface 310 correspond to each other, that is, along the direction from the second transmission member 200 to the clutch member 300, the distances from the first conical surface 210 and the second conical surface 310 to the rotation axis of the first transmission member 100 are gradually increased or gradually decreased.

[0055] It should be noted that the clutch includes an engaged state and a disengaged state. In the engaged state, the power of the engine can be transmitted to the gearbox. In the disengaged state, the power transmission path between the engine and the gearbox is cut off to facilitate gear shifting of the gearbox.

[0056] When switching from the disengaged state to the engaged state, the clutch 300 is driven to move toward the second transmission member 200 and can move to the second conical surface 310 and abut the first conical surface 210. At this time, due to the friction between the first conical surface 210 and the second conical surface 310, the second transmission member 200 can rotate synchronously with the clutch 300. Since the clutch 300 rotates synchronously with the first transmission member 100, the second transmission member 200 rotates synchronously with the first transmission member 100, and the power of the engine can be transmitted to the gearbox.

[0057] Alternatively, when switching from the engaged state to the disengaged state, the clutch member 300 is driven to move away from the second transmission member 200, so that the first cone surface 210 and the second cone surface 310 are separated, so that the second transmission member 200 and the clutch member 300 can rotate relative to each other. At this time, there is no direct mechanical connection between the second transmission member 200 and the clutch member 300, so they can rotate independently to achieve power cutoff, so that the gearbox can shift gears, and the clutch is switched to the engaged state after the gear shift is completed.

[0058] Based on the above, the structure of the clutch of the present application is relatively simple. The power transmission and disconnection between the engine and the gearbox can be achieved through the contact and separation of the second transmission member 200 and the clutch member 300. There are fewer parts, less difficulty in manufacturing and maintenance, and the cost is correspondingly lower. In addition, since the clutch of the present application adopts a conical surface matching structure, a higher transmission efficiency can be achieved by optimizing the angle and size design of the conical surface. Compared with the traditional clutch, the energy loss in the power transmission process is smaller, which helps to improve the fuel economy of the whole vehicle. In addition, due to the characteristics of the conical surface matching, the clutch member 300 and the second transmission member 200 can achieve a gradually increasing friction force during the engagement process, thereby avoiding the impact and shaking phenomenon when the traditional clutch is engaged, making the driving process more stable and comfortable, and improving the driving experience.

[0059] In some embodiments, a flange 220 is provided on one side of the second transmission member 200 protruding toward the clutch member 300, a first conical surface 210 is formed on the inner circumference of the flange 220, and a second conical surface 310 is formed on the outer circumference of the clutch member 300. When the first conical surface 210 and the second conical surface 310 are in contact, at least a portion of the clutch member 300 can be accommodated in the second transmission member 200. Figure 1 and Figure 2 As shown, the clutch member 300 is completely inserted into the flange 220 of the second transmission member 200 , so that the dimension of the entire clutch along the axial direction of the first transmission member 100 is relatively small.

[0060] In other embodiments, the clutch member 300 is provided with a flange (not shown in the figure) protruding toward one side of the second transmission member 200, the second conical surface 310 is formed on the inner circumferential surface of the flange, and the first conical surface 210 is formed on the outer circumferential surface of the second transmission member 200, so that when the clutch is in an engaged state, at least part of the second transmission member 200 is inserted into the clutch member 300.

[0061] In some embodiments, in order to increase the friction coefficient between the first conical surface 210 and the second conical surface 310, to ensure that the first conical surface 210 and the second conical surface 310 can still maintain stable contact under a large load, and to avoid the situation where the first conical surface 210 and the second conical surface 310 slide and cause power loss, at least one of the first conical surface 210 and the second conical surface 310 is provided with a friction portion 311, so that the first conical surface 210 and the second conical surface 310 contact each other through the friction portion 311. The friction portion 311 is made of friction carbon cloth and can be attached to the first conical surface 210 and the second conical surface 310. The friction carbon cloth has a high friction coefficient and good wear resistance.

[0062] In such Figure 5 In the illustrated embodiment, the friction carbon cloth is disposed on the second conical surface 310, that is, disposed on the outer peripheral wall of the clutch member 300. In other embodiments, the friction carbon cloth may also be disposed on the first conical surface 210. Further, along the axial direction of the first transmission member 100, the width of the friction carbon cloth is 8 mm to 16 mm to ensure that the friction carbon cloth has a sufficient contact area with the first conical surface 210, and the thickness of the friction carbon cloth is 0.45 mm to 0.52 mm to ensure that the friction carbon cloth has a sufficient service life.

[0063] In such Figure 5In the illustrated embodiment, the second conical surface 310 is provided with friction parts 311 along its circumference, that is, the friction carbon cloth is wound around the second conical surface 310, and the friction carbon cloth is a continuous structure, has a large contact area with the second conical surface 310, and the connection is relatively stable. In other embodiments, multiple friction parts 311 can also be arranged at intervals along the circumference of the second conical surface 310, and each friction part 311 can be made of friction carbon cloth or other materials with a large friction coefficient, and there is a certain gap between each friction part 311 to facilitate heat dissipation.

[0064] In some embodiments, the inclination angle of the first cone surface 210 is 7° to 8°, and correspondingly, the inclination angle of the second cone surface 310 is also 7° to 8°. First, when the inclination angle of the cone surface is less than 7°, the clutch's torque transmission capacity is enhanced, but it also brings the risk of a ring-holding phenomenon. It should be explained that the ring-holding phenomenon refers to the excessive separation force between the first cone surface 210 and the second cone surface 310 due to the small inclination angle of the cone surface after the clutch is engaged, making it difficult for the two to be separated smoothly when they need to be separated. This will not only affect the normal operation of the clutch, but may also cause damage to the power transmission system.

[0065] On the contrary, when the cone angle is greater than 8°, although the risk of ring holding can be reduced, it will also bring new problems. At this time, the clutch's torque transmission capacity is reduced, and there is a problem of not being able to meet the transmission of engine torque, which will cause the clutch to slip easily when transmitting power. Slipping will not only cause power loss, but also increase clutch wear and shorten its service life. And more hydraulic pressure is required to increase the clutch's torque transmission capacity, which will cause energy loss and low economy.

[0066] In some embodiments, the clutch is hydraulically driven to switch from a disengaged state to an engaged state. Specifically, the clutch further comprises a piston 400, the side of the piston 400 close to the clutch member 300 abuts against the clutch member 300, and the other side of the piston 400 defines a first hydraulic chamber 410 with the first transmission member 100. Figure 1 , Figure 2 and Figure 6 As shown, the first transmission member 100 further defines a second shaft section 102, and a groove 1021 is formed on one side of the second shaft section 102 close to the piston 400. Part of the piston 400 is located at the notch of the groove 1021 and is sealed and connected to the groove wall of the groove 1021 through a rubber member, so that the piston 400 and the first transmission member 100 define a first hydraulic chamber 410 located on the right side of the piston 400, and the piston 400 can move in the first hydraulic chamber 410. Figure 2As shown, a hydraulic oil circuit 104 is provided inside the first transmission member 100, and the hydraulic oil circuit 104 is connected to the first hydraulic chamber 410. Therefore, by regulating the oil pressure in the first hydraulic chamber 410, the piston 400 can be driven to move toward the second transmission member 200 until the first conical surface 210 and the second conical surface 310 abut.

[0067] Further, such as Figure 1 , Figure 2 and Figure 7 As shown, the piston 400 and the clutch 300 define a first lubrication chamber 420. When the clutch 300 abuts against the second transmission member 200, the clutch 300 and the second transmission member 200 define a second lubrication chamber 320. The clutch 300 is provided with a first oil hole 3011. A plurality of first oil holes 3011 are evenly distributed along the circumference of the clutch 300. On the one hand, they can play a weight reduction role. On the other hand, the first oil hole 3011 connects the first lubrication chamber 420 and the second lubrication chamber 320. The piston 400 is also provided with a second oil hole 430 connected with the first lubrication chamber 420, so that the lubricating oil can be introduced into the second lubrication chamber 320 from the lubricating oil path 103, and then discharged after passing through the first oil hole 3011, the first lubrication chamber 420, and the second oil hole 430 in sequence.

[0068] In addition, if Figure 2 and Figure 5 As shown, the clutch 300 includes a web portion 301, an abutting portion 303 provided with a second conical surface 310 and used to abut against the second transmission member 200, and a connecting portion 302 used to connect with the first transmission member 100. The first oil hole 3011 is provided on the web portion 301, and there is a certain distance between it and the abutting portion 303, so that after the lubricating oil is introduced into the second lubrication cavity 320, it fills the second lubrication cavity 320 under the action of centrifugal force, and part of the lubricating oil enters the first lubrication cavity 420 through the first oil hole 3011, and part of the lubricating oil will accumulate in the outer space of the first oil hole 3011. It should be explained that the outer space is a part of the second lubrication cavity 320, and the distance from the outer space of the first oil hole 3011 to the rotation center of the clutch 300 is greater than the distance from the first oil hole 3011 to the rotation center of the clutch 300. The lubricating oil accumulated in the outer space has a certain oil pressure and is fed back to the clutch 300 to reduce the abutment pressure between the clutch 300 and the second transmission member 200 and reduce the probability of excessive surface pressure when the first cone surface 210 and the second cone surface 310 contact.

[0069] In association, the clutch further includes an elastic member, which is located in the second lubrication chamber 320, and the elastic member and the piston 400 are respectively located on different sides of the clutch member 300, so that when the pressure applied by the hydraulic oil in the first hydraulic chamber 410 to the piston 400 is greater than the elastic force of the elastic member, the clutch member 300 moves toward the second transmission member 200 until the first conical surface 210 and the second conical surface 310 abut. When the pressure applied by the hydraulic oil in the first hydraulic chamber 410 to the piston 400 is less than the elastic force of the elastic member, the elastic member drives the piston 400 to move away from the second transmission member 200 until the first conical surface 210 and the second conical surface 310 are separated.

[0070] Furthermore, the elastic member is a diaphragm spring 500, such as Figures 1 to 4 As shown, the diaphragm spring 500 has an annular main body 510 and a plurality of elastic arms 520 connected to the inner ring side of the main body 510. The clutch 300 is connected to the main body 510. When the clutch 300 is driven to move toward the second transmission member 200, the main body 510 moves synchronously with the second transmission member 200 to bend and deform the elastic arms 520. When the pressure applied to the clutch 300 is less than the elastic force of the elastic arms 520, the elastic arms 520 elastically reset and drive the clutch 300 away from the second transmission member 200.

[0071] Furthermore, if Figure 5 As shown, a plurality of abutting protrusions 330 are provided on one side of the clutch 300 facing the diaphragm spring 500, the abutting protrusions 330 abut against the main body 510, and the protruding height of the abutting protrusions 330 can be 1 mm to 2 mm, forming a line contact with the diaphragm spring 500. The plurality of abutting protrusions 330 are arranged at intervals along the circumference of the clutch 300, and compared with the arrangement of a circle of annular abutting protrusions 330, the abutting protrusions 330 arranged at intervals can play a role in reducing weight.

[0072] In addition, if Figure 5 In the illustrated embodiment, a limiting protrusion 340 is further provided inside the abutting portion 303 of the clutch member 300 . The limiting protrusion 340 is used to abut against the diaphragm spring 500 to limit the radial displacement of the diaphragm spring 500 .

[0073] In other embodiments, the movement of the clutch 300 can also be driven by hydraulic pressure, and hydraulic chambers are defined on both sides of the clutch 300, and the movement direction of the clutch 300 is determined by the magnitude relationship of the oil pressure in the hydraulic chambers on both sides. Alternatively, in other embodiments, a hydraulic chamber is provided on the side of the clutch 300 close to the second transmission member 200, and an elastic member is provided on the side away from the second transmission member 200. It is understandable that the clutch can also be driven by a cylinder, an electric cylinder, etc., which will not be described one by one here.

[0074] In some embodiments, the clutch 300 is provided with an internal spline 3021, and the first transmission member 100 is provided with an external spline 110. The clutch 300 and the first transmission member 100 are connected through the internal spline 3021 and the external spline 110, so that the clutch 300 and the first transmission member 100 can rotate synchronously. The internal spline 3021 and the external spline 110 are clearance-matched, so that the clutch 300 can move relative to the first transmission member 100.

[0075] Furthermore, the internal spline 3021 is arranged on the connection part 302. Since the force on the connection part 302 is relatively concentrated, the connection part 302 is thickened and reinforced in this embodiment. Figure 2 and Figure 5 As shown, the thickness of the connecting portion 302 is greater than the thickness of the web portion 301 , so as to increase the strength of the internal spline 3021 and extend the service life of the clutch 300 .

[0076] The second embodiment of the present application proposes a vehicle, which can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle includes a body, an engine, a gearbox and a clutch mentioned in any of the above embodiments. The engine, gearbox and clutch are all arranged in the body, and any one of the engine and gearbox is connected to the first transmission member 100, and the other is connected to the second transmission member 200 to realize the transmission and disconnection of the engine power. The vehicle of the present application uses a clutch with a conical structure, and the production cost and maintenance cost are low, which has good economy.

[0077] The embodiments of the utility model are described in detail above in conjunction with the accompanying drawings, but the utility model is not limited to the above embodiments. Various changes can be made within the knowledge of ordinary technicians in the relevant technical field without departing from the purpose of the utility model. In addition, the embodiments of the utility model and the features in the embodiments can be combined with each other without conflict.

Claims

1. A clutch, characterized in that: include: a first transmission member connected to any one of the engine and the gearbox; a second transmission member, the second transmission member being connected to the other of the engine and the gearbox, the second transmission member being sleeved on the first transmission member and rotatably connected to the first transmission member, the second transmission member having a first conical surface; A clutch member, the clutch member is sleeved on the first transmission member and arranged in parallel with the second transmission member, the clutch member can rotate synchronously with the first transmission member, and can be driven to move relative to the first transmission member along the axial direction of the first transmission member, and the clutch member has a second conical surface; Wherein, the clutch member can be driven to move toward the second transmission member so that the first conical surface and the second conical surface abut against each other, and the second transmission member rotates synchronously with the clutch member; or, the clutch member can be driven to move away from the second transmission member so that the first conical surface and the second conical surface are separated, and the second transmission member and the clutch member can rotate relative to each other.

2. The clutch according to claim 1, characterized in that: The second transmission member is provided with a flange protruding on one side toward the clutch member, the first conical surface is formed on the inner circumference of the flange, and the second conical surface is formed on the outer circumference of the clutch member; Alternatively, a flange is protruding from one side of the clutch member toward the second transmission member, the second conical surface is formed on the inner circumferential surface of the flange, and the first conical surface is formed on the outer circumferential surface of the second transmission member.

3. The clutch according to claim 1, characterized in that: At least one of the first conical surface and the second conical surface is provided with a friction portion, and the first conical surface and the second conical surface are in contact with each other through the friction portion; Wherein, along the axial direction of the first transmission member, the width of the friction portion is 8 mm to 16 mm, and the thickness of the friction portion is 0.45 mm to 0.52 mm.

4. The clutch according to claim 1, characterized in that: The inclination angle of the first conical surface is 7° to 8°.

5. The clutch according to claim 1, characterized in that: The clutch further comprises a piston, wherein one side of the piston close to the clutch member abuts against the clutch member, and the other side of the piston defines a first hydraulic chamber with the first transmission member; The piston can be driven by the pressure in the first hydraulic chamber to drive the clutch member to move toward the second transmission member until the first conical surface abuts against the second conical surface.

6. The clutch according to claim 5, characterized in that: The piston and the clutch define a first lubrication chamber. When the clutch abuts against the second transmission member, the clutch and the second transmission member define a second lubrication chamber. The clutch is provided with a first oil hole, which connects the first lubrication chamber and the second lubrication chamber. The piston is provided with a second oil hole connected with the first lubrication chamber, and the second oil hole is used to discharge the lubricating oil in the first lubrication chamber.

7. The clutch according to claim 1, characterized in that: The clutch further comprises a diaphragm spring, the diaphragm spring having an annular main body and a plurality of elastic arms connected to the inner ring side of the main body, the clutch member is connected to the main body, and when the clutch member is driven to move toward the second transmission member, the main body moves synchronously with the second transmission member to make the elastic arms bend and deform; Alternatively, the elastic arm is elastically reset and drives the clutch member to move away from the second transmission member.

8. The clutch according to claim 7, characterized in that: A plurality of abutment protrusions are arranged on one side of the clutch member facing the diaphragm spring, the abutment protrusions abut against the main body, and the plurality of abutment protrusions are arranged at intervals along the circumference of the clutch member.

9. The clutch according to claim 1, characterized in that: The clutch member includes an abutting portion for abutting against the second transmission member, a connecting portion for connecting with the first transmission member, and a web portion connecting the abutting portion and the connecting portion, wherein the thickness of the connecting portion is greater than that of the web portion.

10. A vehicle, characterized in that It includes a vehicle body, an engine, a gearbox and a clutch as described in any one of claims 1 to 9, wherein the engine, the gearbox and the clutch are all arranged in the vehicle body, any one of the engine and the gearbox is connected to the first transmission member, and the other of the engine and the gearbox is connected to the second transmission member.

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