Compact wet-type double-clutch mechanism

Abstract

The utility model discloses a compact wet-type double-clutch mechanism which comprises a K1 outer hub, a K2 inner hub and a main rotating hub shaft, a K1 output shaft is arranged at one end of the main rotating hub shaft, a K1 inner hub is welded to the outer side end of the K1 output shaft, a K2 output shaft is arranged at the outer side end of the K1 output shaft, a K2 outer hub is welded to the outer side end of the K2 output shaft, and the K1 inner hub is welded to the outer side end of the K2 outer hub. A K1 baffle is fixedly connected to the outer side end of the main rotating hub shaft, a K1 piston is arranged between the K1 baffle and the K1 outer hub, a K2 baffle and a K2 piston are arranged between the K2 outer hub and the K2 inner hub, a K1 balance piston is arranged between the K1 outer hub and the K1 piston, a K2 balance piston is arranged between the K2 piston and the K1 outer hub, and a K1 piston is arranged between the K1 outer hub and the K2 inner hub. A return spring set is fixedly connected between the K1 balance piston and the K1 outer hub, and a return spring set is fixedly connected between the K2 balance piston and the K2 piston. Through reasonable arrangement of all structures in the double-clutch machine, the clutch is small in overall appearance size and compact in structure, the two sets of return springs are symmetrically arranged, and parts are universal.

Description

Technical Field

[0001] The utility model relates to the technical field of wet double clutches, in particular to a compact wet double clutch mechanism. Background Art

[0002] A wet dual clutch is commonly used in DCT transmissions. Located between the engine and transmission, it acts as the link and switch for power transfer between the two. The wet clutch's primary function is to ensure smooth vehicle starts, reduce impact loads on the transmission gears, and prevent transmission system overload during gear shifts. The coordinated operation of the two clutches enables smooth and efficient gear shifting, thereby improving vehicle performance and the driving experience.

[0003] A wet clutch uses oil to cool the friction surface. Heat generated by sliding during the clutch engagement process is readily dissipated by the cooling oil, effectively controlling the temperature of the friction surface and significantly reducing wear. As a result, wet clutches offer stable performance, with minimal changes in clamping force and friction coefficient after long-term use.

[0004] However, the existing wet dual clutch still has the following problems when in use: due to the use of two sets of clutches, the axial and radial structural arrangements of the clutch are relatively complex, the overall appearance size is large, and the parts structure is complex. Utility Model Content

[0005] The purpose of the utility model is to provide a compact wet dual clutch mechanism, which can simplify the structure of the internal parts of the clutch, arrange the parts structure reasonably, reduce the overall appearance size of the clutch, and make its structure compact.

[0006] To achieve the above-mentioned purpose, a compact wet dual clutch mechanism is provided, comprising a K1 outer hub, a K2 inner hub and a main rotating hub shaft, wherein the K1 outer hub, the K2 inner hub and the main rotating hub shaft are welded together, and the main rotating hub shaft passes through the middle of the K1 outer hub and the K2 inner hub, a K1 output shaft is provided at one end of the main rotating hub shaft, and the K2 inner hub is located between the K1 outer hub and the K1 output shaft, a K1 inner hub is welded at the outer end of the K1 output shaft, a K2 output shaft is provided at the outer end of the K1 output shaft, and the K1 output shaft passes through the middle of the K2 output shaft, the K2 output shaft is located on the side of the K1 output shaft facing the main rotating hub shaft, a K2 outer hub is welded at the outer end of the K2 output shaft, and the K2 output shaft is located in the middle of the K2 outer hub, An input shaft is provided at one end of the K1 output shaft, a drive disc is welded to the outer end of the input shaft, a plurality of K1 steel sheets are equidistantly provided on the inner side wall of the end of the K1 outer hub facing the drive disc, and the drive disc and the K1 steel sheet are connected to the K1 outer hub through splines, a plurality of K1 friction sheets are equidistantly provided on the outer side end of the K1 inner hub, and the K1 friction sheets are connected to the K1 inner hub through splines, and the K1 friction sheets are located between two adjacent K1 steel sheets, a plurality of K2 steel sheets are equidistantly provided on the inner side wall of the K2 outer hub, and the K2 steel sheets are connected to the K2 outer hub through splines, a plurality of K2 friction sheets are provided on the outer side end of the K2 inner hub, and the K2 friction sheets are connected to the K2 inner hub through splines, and the K2 friction sheets are located respectively on the two Between adjacent K2 steel sheets, a K1 baffle is fixedly connected to the outer end of the main rotating hub shaft, and the K1 baffle is located on the side of the K1 outer hub away from the K2 inner hub, a K1 piston is provided between the K1 baffle and the K1 outer hub, and the main rotating hub shaft passes through the middle of the K1 piston and is slidably connected to the K1 piston, the K1 baffle, the K1 piston and the main rotating hub shaft constitute a K1 pressure oil chamber, a K2 baffle and a K2 piston are provided between the K2 outer hub and the K2 inner hub, and the K2 baffle is located on the side of the K2 piston away from the K2 inner hub, the main rotating hub shaft passes through the middle of the K2 baffle and is fixedly connected to the K2 baffle, the main rotating hub shaft passes through the middle of the K2 piston and is slidably connected to the K2 piston, the K2 baffle, the K2 piston and the main rotating hub The shaft forms a K2 pressure oil chamber. A K1 balancing piston is disposed between the K1 outer hub and the K1 piston, and the K1 balancing piston is located outside the main hub shaft. The K1 balancing piston, the K1 outer hub, and the main hub shaft form the K1 balancing oil chamber. A K2 balancing piston is disposed between the K2 piston and the K1 outer hub, and the main hub shaft passes through the middle of the K2 balancing piston and is slidably connected to the K2 balancing piston. The K2 balancing piston, the K2 piston, and the main hub shaft form the K2 balancing oil chamber. A return spring assembly is fixedly connected between the K1 balancing piston and the K1 outer hub, and between the K2 balancing piston and the K2 piston, respectively. The K2 piston and the K1 piston, and the K2 balancing piston and the K1 balancing piston are arranged in oppositely opposed configurations. This simplifies the internal component structure of the clutch, rationalizes the component structure, reduces the overall external dimensions of the clutch, and makes it compact.

[0007] According to the compact wet dual clutch mechanism, a cylindrical roller bearing is installed between the input shaft and the K1 output shaft, and the input shaft and the K1 output shaft are separated by the cylindrical roller bearing. The cylindrical roller bearing reduces wear on the input shaft and the K1 output shaft when they are mated.

[0008] According to the compact wet dual clutch mechanism, a planar thrust bearing 1 is installed between the K1 output shaft and the K2 output shaft, and the K1 output shaft and the K2 output shaft are separated by the planar thrust bearing 1. The planar thrust bearing 1 bears the radial load between the K1 output shaft and the K2 output shaft.

[0009] According to the compact wet dual clutch mechanism, a second planar thrust bearing is installed between the K2 output shaft and the main hub shaft, and the K2 output shaft and the main hub shaft are separated by the second planar thrust bearing. The second planar thrust bearing supports radial loads between the K2 output shaft and the main hub shaft.

[0010] According to the compact wet dual clutch mechanism, an outer hub snap ring is mounted on the end of the drive plate away from the K1 inner hub, and the drive plate and the K1 outer hub are fixedly connected via the outer hub snap ring. The outer hub snap ring connects the drive plate and the K1 outer hub, making it easy to remove the drive plate.

[0011] In the compact wet dual-clutch mechanism, a piston chamber baffle retaining ring is fixedly connected to the outer end of the main hub shaft, and the piston chamber baffle retaining ring is located at the end of the K2 baffle away from the K2 piston. The K2 baffle is mounted on the main hub shaft via the piston chamber baffle retaining ring, facilitating installation of the K2 baffle.

[0012] According to the compact wet dual clutch mechanism, an adjustment washer is installed between the cylindrical roller bearing and the input shaft, and the adjustment washer reduces the gap between the cylindrical roller bearing and the K1 output shaft.

[0013] According to the compact wet dual clutch mechanism, a plurality of oil passages are equidistantly formed in the main hub shaft, connected to the K1 pressure oil chamber, the K2 pressure oil chamber, and the K2 balance oil chamber, respectively, for delivering pressure oil to the device or discharging pressure oil from the device.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: through the reasonable arrangement of the drive plate, K1 inner hub, K2 outer hub, input shaft, K1 output shaft, K2 output shaft, K2 baffle, K2 piston, K1 friction plate, K1 steel plate, K1 outer hub, K2 friction plate, K2 steel plate, K2 inner hub, return spring group, main rotating hub shaft, K2 balance piston, K1 balance piston, K1 baffle and K1 piston, the overall appearance of the clutch is small in size and compact in structure, and the structures of the above-mentioned parts are simple, the two groups of return springs are symmetrically arranged, the parts are universal, and processing is convenient.

[0015] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments;

[0017] Figure 1 This is a radial cross-sectional view of a compact wet dual clutch mechanism of the present invention.

[0018] In the figure: 1. Outer hub snap ring; 2. Drive plate; 3. K1 inner hub; 4. K2 outer hub; 5. Input shaft; 6. K1 output shaft; 7. Adjusting washer; 8. Cylindrical roller bearing; 9. K2 output shaft; 10. Planar thrust bearing one; 11. Planar thrust bearing two; 12. Piston chamber baffle snap ring; 13. K2 baffle; 14. K2 piston; 15. K1 friction plate; 16. K1 steel plate; 17. K1 outer hub; 18. K2 friction plate; 19. K2 steel plate; 20. K2 inner hub; 21. Return spring assembly; 22. Main hub shaft; 23. K2 balancing piston; 24. K1 balancing piston; 25. K1 baffle; 26. K1 piston. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the utility model.

[0020] See also Figure 1The utility model provides a technical solution: a compact wet dual clutch mechanism, comprising a K1 outer hub 17, a K2 inner hub 20 and a main hub shaft 22, the K1 outer hub 17, the K2 inner hub 20 and the main hub shaft 22 are welded together, and the main hub shaft 22 passes through the middle of the K1 outer hub 17 and the K2 inner hub 20, and a plurality of oil passages are equidistantly opened in the main hub shaft 22, which are respectively connected to the K1 pressure oil chamber, the K2 pressure oil chamber and the K2 balance oil chamber. The pressure oil is transported through the oil passage of the main hub shaft 22, and one end of the main hub shaft 22 is provided with a K The K1 output shaft 6 is mounted on the K2 inner hub 20, and the K2 inner hub 20 is located between the K1 outer hub 17 and the K1 output shaft 6. The K1 inner hub 3 is welded to the outer end of the K1 output shaft 6. The K2 output shaft 9 is also mounted on the outer end of the K1 output shaft 6, and the K1 output shaft 6 extends through the middle of the K2 output shaft 9. A planar thrust bearing 10 is installed between the K1 output shaft 6 and the K2 output shaft 9, separating the K1 output shaft 6 and the K2 output shaft 9. The planar thrust bearing 10 supports the radial load between the K1 output shaft 6 and the K2 output shaft 9. The K2 output shaft 9 is located on the side of the K1 output shaft 6 facing the main rotating hub shaft 22. A planar thrust bearing 11 is installed between the K2 output shaft 9 and the main rotating hub shaft 22, separating the K2 output shaft 9 and the main rotating hub shaft 22. The planar thrust bearing 11 supports the radial load between the K2 output shaft 9 and the main rotating hub shaft 22. The K2 outer hub 4 is welded to the outer end of the K2 output shaft 9 and is located in the middle of the K2 outer hub 4. An input shaft 5 is installed at one end of the K1 output shaft 6. A cylindrical roller bearing 8 is installed between the input shaft 5 and the K1 output shaft 6. The cylindrical roller bearing 8 separates the input shaft 5 and the K1 output shaft 6, reducing wear on both shafts when they mate. An adjustment shim 7 is installed between the cylindrical roller bearing 8 and the input shaft 5 to reduce the clearance between the cylindrical roller bearing 8 and the K1 output shaft 6. A drive disc 2 is welded to the outer end of the input shaft 5. An outer hub retaining ring 1 is installed on the end of the drive disc 2 facing away from the K1 inner hub 3. The drive disc 2 is fixedly connected to the K1 outer hub 17 via the outer hub retaining ring 1. The outer hub retaining ring 1 connects the drive disc 2 to the K1 outer hub 17, facilitating removal of the drive disc 2.A plurality of K1 steel plates 16 are equidistantly provided on the inner side wall of one end of the K1 outer hub 17 facing the drive disc 2, and the drive disc 2 and the K1 steel plates 16 are connected to the K1 outer hub 17 through splines. A plurality of K1 friction plates 15 are equidistantly provided on the outer side end of the K1 inner hub 3, and the K1 friction plates 15 are connected to the K1 inner hub 3 through splines. The K1 friction plates 15 are located between two adjacent K1 steel plates 16. A plurality of K2 steel plates 19 are equidistantly provided on the inner side wall of the K2 outer hub 4, and the K2 steel plates 19 are connected to the K2 outer hub 4 through splines. A plurality of K2 friction plates 18 are provided on the outer side end of the K2 inner hub 20, and the K2 friction plates 18 are connected to the K2 inner hub 20 through splines. The K2 friction plates 18 are respectively located between two adjacent K2 steel plates 19. A K1 baffle 25 is fixedly connected to the outer side end of the main rotating hub shaft 22, and the K1 baffle 25 is located on the K1 outer hub 17 away from the K On one side of the inner hub 20, a K1 piston 26 is provided between the K1 baffle 25 and the K1 outer hub 17, and the main hub shaft 22 passes through the middle of the K1 piston 26 and is slidably connected to the K1 piston 26. The K1 baffle 25, the K1 piston 26, and the main hub shaft 22 constitute a K1 pressure oil chamber. A K2 baffle 13 and a K2 piston 14 are provided between the K2 outer hub 4 and the K2 inner hub 20, and the K2 baffle 13 is located on the side of the K2 piston 14 away from the K2 inner hub 20. The main hub shaft 22 passes through the middle of the K2 baffle 13 and is fixedly connected to the K2 baffle 13. A piston chamber baffle snap ring 12 is fixedly connected to the outer end of the main hub shaft 22, and the piston chamber baffle snap ring 12 is located at the end of the K2 baffle 13 away from the K2 piston 14. The K2 baffle 13 is mounted on the main hub shaft 22 via the piston chamber baffle snap ring 12, facilitating installation of the K2 baffle 13. The main hub shaft 22 passes through the middle of the K2 piston 14 and is slidably connected to the K2 piston 14. The K2 baffle 13, the K2 piston 14 and the main hub shaft 22 constitute the K2 pressure oil chamber. A K1 balancing piston 24 is provided between the K1 outer hub 17 and the K1 piston 26, and the K1 balancing piston 24 is located outside the main hub shaft 22. The K1 balancing piston 24, the K1 outer hub 17 and the main hub shaft 22 constitute the K1 balancing oil chamber. A K2 balancing piston 23 is provided between the K2 piston 14 and the K1 outer hub 17. The main hub shaft 22 passes through the middle of the K2 balancing piston 23 and is slidingly connected to the K2 balancing piston 23. The K2 balancing piston 23, the K2 piston 14 and the main hub shaft 22 constitute the K2 balancing oil chamber. A group of return spring groups 21 are fixedly connected between the K1 balancing piston 24 and the K1 outer hub 17, and between the K2 balancing piston 23 and the K2 piston 14. The K2 piston 14 and the K1 piston 26, and the K2 balancing piston 23 and the K1 balancing piston 24 are arranged in reverse opposed structures.

[0021] Working principle: First, under the control of the solenoid valve, the transmission pressure oil can only be input into one of the pressure oil channels at a time;

[0022] When the pressure oil of the gearbox enters the K1 pressure oil chamber, the K1 piston 26 is lifted up by the oil pressure and moves leftward as shown in the figure to compress the K1 steel plate 16 and the K1 friction plate 15. The K1 friction system works and the torque on the input shaft 5 is transmitted to the K1 output shaft 6 through the drive plate 2, K1 outer hub 17, K1 steel plate 16, K1 friction plate 15 and K1 inner hub 3 in sequence, completing the torque transmission.

[0023] At the same time, the pressure oil in the original K2 pressure oil chamber loses pressure. Under the action of the return spring group 21, the K2 piston 14 is pushed back by the spring force, moving to the left as shown in the figure, squeezing the oil in the K2 pressure oil chamber, causing its oil channel to flow back into the oil pool. At the same time, the thrust of the K2 piston 14 is lost, the K2 steel plate 19 and the K2 friction plate 18 are naturally separated, and the K2 friction system does not work.

[0024] When the pressure oil of the gearbox enters the K2 pressure oil chamber through the oil channel, the K2 piston 14 is lifted up by the oil pressure and moves rightward as shown in the figure, pressing the K2 steel plate 19 and the K2 friction plate 18 together. The K2 friction system starts working, and the torque on the input shaft 5 is transmitted to the K2 output shaft 9 through the drive plate 2, K1 outer hub 17, K2 inner hub 20, K2 steel plate 19, K2 friction plate 18, and K2 outer hub 4 in sequence, completing the torque transmission;

[0025] At the same time, the pressure oil in the original K1 pressure oil chamber loses pressure. Under the action of the return spring group 21, the K1 piston 26 is pushed back by the spring force and moves to the right as shown in the figure, squeezing the oil in the K1 pressure oil chamber and causing it to flow back into the oil pool through the oil channel. At the same time, the thrust of the K1 piston 26 is lost, the K1 steel plate 16 and the K1 friction plate 15 are naturally separated, and the K1 friction system does not work.

[0026] The embodiments of the present invention are described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims

1. A compact wet dual clutch mechanism comprising a K1 outer hub (17), a K2 inner hub (20) and a main hub shaft (22), characterized in that: The K1 outer hub (17), the K2 inner hub (20) and the main rotating hub shaft (22) are welded together, and the main rotating hub shaft (22) passes through the middle of the K1 outer hub (17) and the K2 inner hub (20). One end of the main rotating hub shaft (22) is provided with a K1 output shaft (6), and the K2 inner hub (20) is located between the K1 outer hub (17) and the K1 output shaft (6). The outer end of the K1 output shaft (6) is welded with a K1 inner hub (3). The outer end of the K1 output shaft (6) is provided with a K2 output shaft (9), and the K1 output shaft (6) passes through the middle of the K2 output shaft (9). The K2 output shaft (9) is located on the side of the K1 output shaft (6) facing the main rotating hub shaft (22). The outer end of the K2 output shaft (9) is welded with a K2 outer hub. (4), and the K2 output shaft (9) is located in the middle of the K2 outer hub (4), one end of the K1 output shaft (6) is provided with an input shaft (5), the outer end of the input shaft (5) is welded with a drive disc (2), the inner side wall of the K1 outer hub (17) facing the end of the drive disc (2) is provided with a plurality of K1 steel sheets (16) at equal intervals, and the drive disc (2) and the K1 steel sheet (16) are connected to the K1 outer hub (17) through a spline, the outer end of the K1 inner hub (3) is provided with a plurality of K1 friction plates (15) at equal intervals, and the K1 friction plates (15) are connected to the K1 inner hub (3) through a spline, and the K1 friction plates (15) are located between two adjacent K1 steel plates (16), the inner side wall of the K2 outer hub (4) is provided with a plurality of K2 steel plates (1 9), and the K2 steel sheet (19) is connected to the K2 outer hub (4) through a spline, the outer end of the K2 inner hub (20) is provided with a plurality of K2 friction plates (18), and the K2 friction plates (18) are connected to the K2 inner hub (20) through a spline, and the K2 friction plates (18) are respectively located between two adjacent K2 steel sheets (19), the outer end of the main rotating hub shaft (22) is fixedly connected with a K1 baffle (25), and the K1 baffle (25) is located on the side of the K1 outer hub (17) away from the K2 inner hub (20), a K1 piston (26) is provided between the K1 baffle (25) and the K1 outer hub (17), and the main rotating hub shaft (22) passes through the middle of the K1 piston (26) and is slidably connected to the K1 piston (26), the K1 baffle ( 25), the K1 piston (26) and the main hub shaft (22) constitute a K1 pressure oil chamber, a K2 baffle (13) and a K2 piston (14) are provided between the K2 outer hub (4) and the K2 inner hub (20), and the K2 baffle (13) is located on the side of the K2 piston (14) away from the K2 inner hub (20), the main hub shaft (22) passes through the middle of the K2 baffle (13) and is fixedly connected to the K2 baffle (13), the main hub shaft (22) passes through the middle of the K2 piston (14) and is slidably connected to the K2 piston (14), the K2 baffle (13), the K2 piston (14) and the main hub shaft (22) constitute a K2 pressure oil chamber, a K1 balance piston (24) is provided between the K1 outer hub (17) and the K1 piston (26),The K1 balancing piston (24) is located outside the main rotating hub shaft (22). The K1 balancing piston (24), the K1 outer hub (17) and the main rotating hub shaft (22) constitute a K1 balancing oil chamber. A K2 balancing piston (23) is provided between the K2 piston (14) and the K1 outer hub (17). The main rotating hub shaft (22) passes through the middle of the K2 balancing piston (23) and is slidably connected to the K2 balancing piston (23). The K2 balancing piston (23), the K2 piston (14) and the main rotating hub shaft (22) constitute a K2 balancing oil chamber. A group of return spring groups (21) are fixedly connected between the K1 balancing piston (24) and the K1 outer hub (17), and between the K2 balancing piston (23) and the K2 piston (14). The K2 piston (14) and the K1 piston (26), and the K2 balancing piston (23) and the K1 balancing piston (24) are respectively arranged in a reverse opposed structure.

2. A compact wet dual clutch mechanism according to claim 1, characterized in that: A cylindrical roller bearing (8) is installed between the input shaft (5) and the K1 output shaft (6), and the input shaft (5) and the K1 output shaft (6) are separated by the cylindrical roller bearing (8).

3. A compact wet dual clutch mechanism according to claim 1, characterized in that: A plane thrust bearing (10) is installed between the K1 output shaft (6) and the K2 output shaft (9), and the K1 output shaft (6) and the K2 output shaft (9) are separated by the plane thrust bearing (10).

4. A compact wet dual clutch mechanism according to claim 1, characterized in that: A second plane thrust bearing (11) is installed between the K2 output shaft (9) and the main rotating hub shaft (22), and the K2 output shaft (9) and the main rotating hub shaft (22) are separated by the second plane thrust bearing (11).

5. A compact wet dual clutch mechanism according to claim 1, characterized in that: An outer hub snap ring (1) is installed at one end of the drive disc (2) away from the K1 inner hub (3), and the drive disc (2) and the K1 outer hub (17) are fixedly connected via the outer hub snap ring (1).

6. A compact wet dual clutch mechanism according to claim 1, characterized in that: The outer end of the main hub shaft (22) is fixedly connected to a piston chamber baffle snap ring (12), and the piston chamber baffle snap ring (12) is located at an end of the K2 baffle (13) away from the K2 piston (14).

7. A compact wet dual clutch mechanism according to claim 2, characterized in that: An adjusting gasket (7) is installed between the cylindrical roller bearing (8) and the input shaft (5).

8. The compact wet dual clutch mechanism according to claim 1, characterized in that: A plurality of oil passages are equidistantly provided in the main hub shaft (22) and are respectively connected to the K1 pressure oil chamber, the K2 pressure oil chamber and the K2 balance oil chamber.

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