Clutch and vehicle

Abstract

The utility model discloses a clutch and a vehicle and relates to the technical field of vehicles, the clutch is used for being connected with an engine, the engine is provided with an outer shell and a flywheel arranged on the outer shell, and the clutch is characterized by comprising a shell body connected with the flywheel; the driven disc assembly is movably arranged in the shell; and the driving assembly is arranged on the shell and is in driving connection with the driven disc assembly, and the driving assembly is used for driving the driven disc assembly to abut against or be separated from the flywheel. According to the utility model, the clutch structure is improved, the axial force on the engine crankshaft when the clutch is separated is eliminated, and the reliability of the engine is improved.

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] The clutch assembly is a key component in a vehicle's transmission system, responsible for interrupting power transmission and enabling smooth vehicle starts. A traditional clutch assembly consists of a clutch pressure plate and a driven plate, which are mounted on the engine side and connected to the flywheel; a release bearing or actuator is mounted on the transmission side.

[0003] During the operation of the clutch, when the driver steps on the clutch pedal, the release bearing pushes the pressure plate and the driven plate to separate, thereby interrupting the power transmission between the engine and the transmission. During this process, the release bearing will apply an axial force to the flywheel, which is transmitted along the crankshaft to the inside of the engine, which can easily cause the thrust plate to wear or even damage, affecting the reliability of the engine. Utility Model Content

[0004] The main purpose of the utility model is to provide a clutch and a vehicle, aiming to eliminate the axial force on the engine crankshaft when the clutch is disengaged.

[0005] To achieve the above-mentioned object, the present invention provides a clutch for connecting to an engine, wherein the engine has a housing and a flywheel provided on the housing, and the clutch comprises:

[0006] a housing connected to the flywheel;

[0007] A driven disc assembly movably disposed in the housing; and

[0008] The driving assembly is arranged in the housing and is drivingly connected to the driven disc assembly. The driving assembly is used to drive the driven disc assembly to abut against or separate from the flywheel.

[0009] In one embodiment, the drive assembly comprises:

[0010] a bracket, provided on the housing;

[0011] An airbag is provided on a side of the driven disc assembly facing away from the flywheel and is connected to the bracket. The airbag is used for driving the driven disc assembly to move closer to or away from the flywheel.

[0012] In one embodiment, the airbag is arranged in an annular shape, and the airbag and the driven disc assembly are arranged coaxially.

[0013] In one embodiment, the bracket is provided with a receiving groove opening toward one side of the driven disc assembly, one end of the airbag is embedded in the receiving groove, and the other end extends toward one side of the driven disc assembly.

[0014] In one embodiment, an installation hole is provided on the housing, and the bracket is rotatably arranged in the installation hole and fixedly connected to the outer shell.

[0015] In one embodiment, the clutch further includes a first bearing, and the bracket is rotatably connected to the installation hole through the first bearing.

[0016] In one embodiment, a first stop portion protrudes from the outer side wall of the bracket, and the first stop portion abuts against the end face of the first bearing facing the flywheel side; and / or, a second stop portion protrudes from the inner wall of the installation hole, and the second stop portion abuts against the end face of the first bearing facing away from the flywheel side.

[0017] In one embodiment, the clutch further includes an output shaft, and the output shaft is in transmission connection with the driven disk assembly.

[0018] In one embodiment, the clutch further includes:

[0019] A support seat, connected to the outer shell;

[0020] A second bearing, arranged on the support seat and rotatably connected to the output shaft.

[0021] The present utility model also provides a vehicle, including the clutch described above.

[0022] In the technical solution of the present utility model, the clutch includes a housing, the housing is connected to the flywheel, the driven disk is movably arranged in the housing, and can abut against or disengage from the flywheel to realize the engagement or separation of the power of the clutch. A driving component is further arranged on the housing, the driving component is in driving connection with the driven disk assembly, and the driving component can drive the driven disk assembly to abut against or disengage from the flywheel; in actual use, when the clutch needs to be separated, the driving component can abut against the driven disk assembly and apply an axial force towards the flywheel to the driven disk assembly. Since the driving component is arranged on the housing, when the driving component abuts against the driven disk, the housing will receive a reverse force transmitted by the driving component, and the reverse force is equal in magnitude and opposite in direction to the above-mentioned axial force. Since the housing is connected to the flywheel, the reverse force will be transmitted to the flywheel and offset the axial force. Since the entire force-bearing process occurs inside the clutch, no external force will be transmitted to the engine crankshaft, thereby eliminating the axial force on the engine crankshaft when the clutch is separated and improving the reliability of the engine. Description of the Drawings

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0024] Figure 1 It is a schematic cross-sectional structure diagram of the clutch provided by the present invention.

[0025] Explanation of the reference numerals in the drawings:

[0026] 100, housing; 200, driven disk assembly; 300, driving assembly; 310, bracket; 320, airbag; 400, first bearing; 500, output shaft; 600, support; 700, second bearing.

[0027] The realization of the object, functional characteristics and advantages of the present invention will be further described with reference to the embodiments and the drawings. Specific embodiments

[0028] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0029] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present invention, the directional indications are only used to explain the relative position relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0030] In addition, if the embodiments of the present utility model involve descriptions such as "first", "second", etc., the descriptions of "first", "second", etc. are only for descriptive purposes and should not be construed as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first", "second" may explicitly or implicitly include at least one such feature. In addition, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel scenarios. Taking "A and / or B" as an example, it includes scenario A, or scenario B, or the scenario where both A and B are satisfied simultaneously. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0031] Existing clutches are generally fixed to the flywheel of the engine. When the clutch needs to be disengaged, a release bearing connected to the transmission or the vehicle body is required to push the pressure plate of the clutch. During this process, the axial force applied by the release bearing to the clutch will be transmitted to the engine crankshaft through the flywheel, which easily increases the wear of the thrust washers in the engine and other components that fix the crankshaft, affecting the reliability of the engine.

[0032] For this reason, the present technical solution proposes a clutch for connecting to an engine. The engine has a housing and a flywheel provided on the housing. The clutch includes:

[0033] A housing 100, connected to the flywheel;

[0034] A driven disk assembly 200, movably disposed within the housing 100; and

[0035] A driving assembly 300, disposed within the housing 100 and drivingly connected to the driven disk assembly 200, the driving assembly 300 being used to drive the driven disk assembly 200 to abut against or disengage from the flywheel.

[0036] In the technical solution of the present utility model, the clutch includes a housing 100, which is connected to the flywheel. The driven disk is movably arranged in the housing 100 and can abut against or disengage from the flywheel to achieve the engagement or separation of the power of the clutch. A driving assembly 300 is further arranged on the housing 100, and the driving assembly 300 is drivingly connected to the driven disk. The driving assembly 300 can drive the driven disk assembly 200 to abut against or disengage from the flywheel; in actual use, when the clutch needs to be separated, the driving assembly 300 can abut against the driven disk assembly 200 and apply an axial force towards the flywheel to the driven disk assembly 200. Since the driving assembly 300 is arranged on the housing 100, when the driving assembly 300 abuts against the driven disk, the housing 100 will receive a reaction force transmitted from the driving assembly 300. This reaction force is equal in magnitude and opposite in direction to the above-mentioned axial force. Since the housing 100 is connected to the flywheel, this reaction force will be transmitted to the flywheel and offset the axial force. Since the entire force-bearing process occurs inside the clutch, no external force will be transmitted to the engine crankshaft. Thus, the axial force on the engine crankshaft during clutch separation can be eliminated, improving the reliability of the engine.

[0037] As shown in the figure, in an embodiment of the present utility model, the clutch is connected to the engine. The engine has a housing and a crankshaft rotatably disposed within the housing. One end of the crankshaft is connected to a flywheel. The clutch includes a housing 100. The housing 100 provides protection for other components disposed within it and is fixed to the flywheel as a connecting structure. The housing 100 rotates synchronously with the flywheel. A driven disc assembly 200 is disposed within the housing 100. The driven disc assembly 200 is rotatably disposed within the housing 100. The driven disc assembly 200 may adopt the structure of a traditional clutch, which includes a driven disc and a pressure plate. The pressure plate is used to press the driven disc against the flywheel. In addition, the pressure plate is driven by a diaphragm spring. By pressing the diaphragm spring, the pressure plate is driven to abut or disengage from the driven disc. In addition, the clutch further includes a driving assembly 300. The driving assembly 300 is disposed on the housing 100 and is drivingly connected to the driven disc assembly 200. For example, the driving assembly 300 may be a release bearing driven by a cylinder or the like. The driving assembly 300 can drive the pressure plate to abut or disengage from the driven wheel by pressing the diaphragm spring, that is, the driving assembly 300 can drive the driven disc assembly 200 to abut or disengage from the flywheel. When in use, when the clutch needs to be disengaged, the driving assembly 300 abuts against the driven disc assembly 200, driving the driven disc assembly 200 to disengage from the flywheel. During this process, the driving assembly 300 applies an axial force towards the flywheel side to the driven disc assembly 200. This axial force can be transmitted to the flywheel via the driven disc assembly 200. Since the housing 100 needs to provide support for the driving assembly 300, it will receive a reaction force applied by the driving assembly 300. This reaction force is equal in magnitude and opposite in direction to the axial force. And since the housing 100 is connected to the flywheel, this reaction force will also be transmitted to the flywheel. The reaction force and the axial force cancel each other out on the flywheel. The same is true when the clutch is engaged. The acting forces during clutch disengagement and engagement cancel each other out inside the clutch, and the crankshaft will no longer be subjected to axial force. In this way, wear of the crankshaft and other components connected to the crankshaft can be prevented, which is beneficial to improving the reliability of the engine.

[0038] As shown in the figure, in an embodiment of the present utility model, the driving assembly 300 includes:

[0039] A bracket 310, disposed on the housing 100;

[0040] An airbag 320, disposed on the side of the driven disc assembly 200 facing away from the flywheel and connected to the bracket 310. The airbag 320 is used to drive the driven disc assembly 200 to approach or move away from the flywheel.

[0041] In this embodiment, the bracket 310 is disposed at one end of the housing 100 away from the flywheel. An airbag 320 structure is provided on the bracket 310. The airbag 320 can be made of an elastic material such as rubber. An air inlet is provided on the airbag 320, and the air inlet can be connected to an inflation device. The airbag 320 can adjust its volume by inflating or deflating. The airbag 320 is disposed on the side of the driven disk facing away from the flywheel. During use, when the clutch needs to be disengaged, the airbag 320 inflates and expands. At this time, the airbag 320 will abut against the driven disk assembly 200 on the left side. At this time, the airbag 320 can press the diaphragm spring on the driven disk assembly 200 to drive the pressure plate to move away from the flywheel. At this time, the driven disk in the driven disk assembly 200 is separated from the flywheel. When the clutch needs to be engaged, the airbag 320 deflates and contracts. At this time, the diaphragm spring returns to its deformed state, driving the pressure plate to press the driven disk against the flywheel. In this solution, the inflation and deflation of the airbag 320 are used to drive the movement of the driven disk assembly 200, which can simplify the structural complexity of the drive assembly 300, facilitate the maintenance of the clutch, and reduce the manufacturing cost of the clutch.

[0042] In an embodiment of the present invention, the airbag 320 is annularly arranged and coaxially arranged with the driven disk assembly 200. In this way, the contact area between the airbag 320 and the driven disk assembly 200 is increased, and the local stress on the driven disk assembly 200 and the airbag 320 is reduced. This can not only reduce the local wear of the driven disk and the airbag 320, but also improve the driving force of the airbag 320 on the driven disk assembly 200. In addition, since the airbag 320 is coaxially arranged with the driven disk assembly 200, the force on the driven disk assembly 200 can be ensured to be uniform, thereby improving the stability of the clutch engagement and disengagement actions.

[0043] As shown in the figure, in an embodiment of the present invention, the bracket 310 is provided with a receiving groove opening towards the side of the driven disk assembly 200. One end of the airbag 320 is embedded in the receiving groove, and the other end extends towards the side of the driven disk assembly 200. The receiving groove is annularly arranged and coaxial with the driven disk assembly 200. The receiving groove is provided with an annular opening towards the side of the driven disk assembly 200. One end of the airbag 320 is embedded in the receiving groove, and the other end extends towards the side of the driven disk. The receiving groove can limit the airbag 320, so that the airbag 320 can only expand and contract towards the side of the driven disk, ensuring the consistency of each expansion and contraction of the airbag 320, and thus ensuring the stability of the clutch engagement and disengagement.

[0044] In one embodiment of the present invention, a mounting hole is provided on the shell 100, and the bracket 310 is rotatably provided in the mounting hole and fixedly connected to the outer shell. The mounting hole is coaxially arranged with the driven disc assembly 200, and the bracket 310 is embedded in the mounting hole and rotatably connected to the mounting hole. In addition, the bracket 310 can also be fixedly connected to the outer shell of the engine by a screw connection. In this way, the bracket 310 and the airbag 320 can remain stationary. In this way, when the clutch is disengaged, the driven disc assembly 200 is disengaged from the flywheel, and the driven disc assembly 200 will lose driving force and become stationary. At this time, the airbag 320 and the driven disc assembly 200 can remain relatively stationary, which can reduce the wear between the airbag 320 and the driven disc assembly 200 and extend the service life of the clutch.

[0045] As shown in the figure, in one embodiment of the present invention, the clutch further includes a first bearing 400, through which the bracket 310 is rotatably connected to the mounting hole. The first bearing 400 may be a ball bearing. The connection between the bracket 310 and the mounting hole via the first bearing 400 reduces friction between the bracket 310 and the mounting hole, thereby reducing wear on the bracket 310 and the housing 100, thereby further extending the service life of the clutch.

[0046] As shown in the figure, in one embodiment of the present invention, a first stop portion is protruded from the outer wall of the bracket 310, and the first stop portion abuts against the end surface of the first bearing 400 facing the flywheel. The first stop portion is arranged in an annular shape, and the first stop portion abuts against the end surface of the first bearing 400 facing the flywheel. When the clutch is disengaged, the reverse force applied to the bracket 310 can be transmitted to the first bearing 400 through the first stop portion. The first stop portion can limit the relative displacement of the bracket 310 and the first bearing 400 in the axial direction, which is beneficial to ensuring the clutch. Reliability; similarly, a second stop portion is protruded from the inner wall of the mounting hole, and the second stop portion abuts against the end face of the first bearing 400 on the side facing away from the flywheel. The second stop portion can also be arranged in a ring shape. When the clutch is disengaged, the second stop portion can provide support for the first bearing 400, and then provide support for the bracket 310 through the first bearing 400 and the first stop portion, thereby limiting the relative displacement of the first bearing 400 and the housing 100 in the axial direction, and also helping to ensure the stability of the position of the drive assembly 300, thereby ensuring the reliability of the clutch.

[0047] As shown in the figure, in one embodiment of the present invention, the clutch also includes an output shaft 500, which is transmission-connected to the driven disc assembly 200. The output shaft 500 can be coaxially arranged with the driven disc assembly 200. One end of the output shaft 500 is connected to the driven disc assembly 200, and the other end is connected to the input shaft of the vehicle's gearbox to facilitate the transmission of engine power to the gearbox.

[0048] As shown in the figure, in an embodiment of the present utility model, the clutch further includes: a support 600 connected to the outer shell; a second bearing 700 provided on the support 600 and rotatably connected to the output shaft 500; wherein, the support 600 can be fixedly connected to the outer shell by means of screwing or the like. In addition, the support 600 is also connected to the bracket 310 to provide support for the bracket 310 to improve the reliability of the connection between the bracket 310, the outer shell and the housing 100; a second bearing 700 is provided on the support 600, and the second bearing 700 can be a rolling bearing. The output shaft 500 is rotatably connected to the support 600 through the second bearing 700. In this way, the support 600 can provide support for the output shaft 500 through the second bearing 700, which is beneficial to improving the stability of the output shaft 500 during rotation, and further improving the smoothness of the engine power output.

[0049] The present utility model also proposes a vehicle, which includes a vehicle body and a clutch provided on the vehicle body. The specific structure of the clutch refers to the above embodiment. Since the vehicle adopts all the technical solutions of the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be elaborated here one by one.

[0050] The above description is only an exemplary embodiment of the present utility model, and does not limit the patent scope of the present utility model. Any equivalent structural transformation made by using the content of the specification and drawings of the present utility model under the technical concept of the present utility model, or direct / indirect application in other related technical fields is included in the patent protection scope of the present utility model.

Claims

1. A clutch for connection to an engine, the engine having a housing and a flywheel provided on the housing, characterized in that, The clutch includes: a housing connected to the flywheel; a driven disc assembly movably disposed within the housing; and a driving assembly disposed within the housing and drivingly connected to the driven disc assembly, the driving assembly being configured to urge the driven disc assembly to abut against or disengage from the flywheel.

2. The clutch according to claim 1, characterized in that, The driving assembly includes: a bracket disposed on the housing; an airbag disposed on a side of the driven disc assembly facing away from the flywheel and connected to the bracket, the airbag being configured to drive the driven disc assembly closer to or away from the flywheel.

3. The clutch according to claim 2, characterized in that, The airbag is annularly arranged and coaxially arranged with the driven disc assembly.

4. The clutch according to claim 2, wherein The bracket is provided with a receiving groove having an opening facing the driven disc assembly, one end of the airbag being inserted into the receiving groove and the other end extending toward the driven disc assembly.

5. The clutch according to claim 2, characterized in that, The housing is provided with a mounting hole, the bracket being rotatably disposed within the mounting hole and fixedly connected to the housing.

6. The clutch according to claim 5, characterized in that, The clutch further includes a first bearing, the bracket being rotatably connected to the mounting hole through the first bearing.

7. The clutch according to claim 6, characterized in that, A first stop portion is protruded from an outer sidewall of the bracket, the first stop portion abutting against an end face of the first bearing facing the flywheel; and / or, a second stop portion is protruded from an inner wall of the mounting hole, the second stop portion abutting against an end face of the first bearing facing away from the flywheel.

8. The clutch according to claim 2, characterized in that, The clutch further includes an output shaft, the output shaft being drivingly connected to the driven disc assembly.

9. The clutch according to claim 8, wherein, The clutch further includes: a support connected to the housing; a second bearing disposed on the support and rotatably connected to the output shaft.

10. A vehicle, characterized in that, The clutch according to any one of claims 1 to 9.

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