Wet clutch

Abstract

The utility model relates to the technical field of power transmission, and discloses a wet clutch which comprises an input shaft, a split welding type clutch cylinder body and a double-friction mechanism system, a piston is arranged in the cylinder body, a driving friction mechanism and a reset spring are arranged on the right side of the cylinder body, and a braking friction mechanism is arranged on the left side of the cylinder body; a working chamber communicated with the working oil way and a lubricating chamber connected with the lubricating oil way are formed in the two sides of the piston respectively. A split welding cylinder body structure is adopted, materials can be flexibly selected to manufacture the hub body output shaft and the clutch hub respectively, and the overall performance is improved through welding combination. The left end of the cylinder body is connected with a spline transmission shaft through an internal spline to cooperate with limiting bearings on two sides to effectively limit axial displacement and enhance shafting stability. The design has the advantages of heat dissipation optimization and structure strengthening, precise lubrication and pressure control are achieved through a split oil way, shaft body movement is reduced through spline supporting, the service life of the clutch is remarkably prolonged, meanwhile, the machining difficulty is reduced through the modular manufacturing process, and the clutch has good application prospects.

Description

TECHNICAL FIELD

[0001] The utility model relates to power transmission technical field, concretely relates to a wet clutch. BACKGROUND

[0002] In modern mechanical transmission system, wet clutch as an important power transmission and control component is widely used in many fields such as automobile, industrial machinery.

[0003] At present, wet clutch exposes many problems to be solved in actual operation process. Among them, poor heat dissipation performance becomes the key factor restricting its performance improvement and reliability. When wet clutch works, a large amount of heat will be generated due to the frequent engagement and separation between friction plates. However, in the existing structure design of wet clutch, there are obvious defects in the heat dissipation channel and heat dissipation mode. For example, the flow path of cooling liquid in the heat dissipation channel is unreasonable, which leads to insufficient heat dissipation in some areas, and the internal temperature of the clutch continues to rise. High temperature not only accelerates the wear of friction plate, reduces its friction coefficient, and then affects the power transmission efficiency and stability of the clutch, but also may cause the performance of lubricating oil to decline, further aggravate the wear and damage of the parts.

[0004] At the same time, in the structure design of clutch, there are great disadvantages in the connection mode of the output shaft and the input shaft of the clutch hub. In the prior art, the output shaft of the clutch hub is provided with a spline outside, which forms a long sleeving relationship between the output shaft and the input shaft. Moreover, in this long sleeving part, there is lack of effective support structure. When the clutch runs at high speed and bears complex and changeable load, this long sleeving structure with little support is prone to cause interference between the output shaft and the input shaft. Interference will cause additional stress concentration between the shafts, accelerate the fatigue wear of the shafts, and even cause deformation or fracture of the shafts in severe cases, greatly reduce the service life of the clutch, increase the maintenance cost and downtime of the equipment, and bring many inconveniences and economic losses to actual production and use.

[0005] In summary, there is an urgent need to develop a new type of wet clutch that can effectively improve the heat dissipation performance, optimize the connection structure of the output shaft and the input shaft of the clutch hub, reduce the interference and improve the service life of the clutch. UTILITY MODEL CONTENTS

[0006] The utility model aims at the above problems and provides a wet clutch with high heat dissipation performance and improved service life.

[0007] The utility model discloses a kind of wet clutches, including input shaft and the working oil circuit and lubricating oil circuit being set in the shaft body of input shaft, its structural features are, input shaft is equipped with split connection clutch cylinder body, piston is provided in the clutch cylinder body, drive friction mechanism is provided at the position of the right side of piston in the clutch cylinder body, brake friction mechanism is sleeved on the clutch cylinder body of the left side of piston, reset spring is provided in the clutch cylinder body of the right side of piston and provides left thrust for piston, working chamber is provided in the clutch cylinder body of the left side of piston and is communicated with working oil circuit, lubricating chamber is provided in the clutch cylinder body of the right side of piston and is communicated with lubricating oil circuit and cooperates with reset spring and drive friction mechanism, spline transmission shaft is connected with spline in the left end of clutch cylinder body and is sleeved on input shaft, limit bearing is respectively provided on the spline transmission shaft of the left side of clutch cylinder body and the input shaft of the right side.

[0008] After adopting the above structure, through the design of split connection clutch cylinder body, manufacturing and installation are more flexible, and the hub output shaft and clutch hub can be manufactured respectively according to different requirements, and then combined by welding, so that the overall performance can be improved, and the limit bearing is arranged on the two sides of the clutch cylinder body, so that the axial displacement of the spline transmission shaft and the input shaft can be effectively limited, the stability of the shafting is improved, the spline transmission shaft is connected with spline in the left end of the clutch cylinder body, so that the hub output shaft can be provided with certain support, and the interference phenomenon caused by the shaft movement can be reduced, and the service life of the clutch is prolonged.

[0009] Preferably, the clutch cylinder body includes a hub output shaft and a clutch hub welded on the hub output shaft by electron beam or laser, the hub output shaft is provided with a sleeving hole matched with the input shaft along the axial direction, the inner wall of the sleeving hole at the left end of the hub output shaft is provided with an internal spline matched with the spline transmission shaft, and the sleeving holes on the left and right sides of the internal spline are respectively provided with a limiting groove and a tool withdrawal groove. By adopting electron beam or laser welding design, the welding precision is high, the welding quality is good, and the overall strength and rigidity of the clutch cylinder body can be ensured, and the axial position of the related components can be accurately limited by the limiting groove, and the stability of the shafting is further improved; the tool withdrawal groove facilitates the withdrawal of the tool during machining of the internal spline, ensures the machining precision and efficiency, and improves the manufacturing quality of the clutch cylinder body.

[0010] Preferably, the clutch hub is provided with a plurality of openings in the circumferential direction, which are matched with the piston and the driving friction mechanism, and a first positioning groove is arranged on the outer wall of the left end body of the clutch hub, which is matched with the brake friction mechanism, the hub output shaft extends into the clutch hub through the left end face of the clutch hub, the hub output shaft is provided with a working oil hole connected with the working oil passage and the working chamber and a lubricating oil hole connected with the lubricating oil passage and the lubricating chamber, and the input shaft is further provided with a first shaft elastic retainer ring matched with the driving friction mechanism. The openings on the clutch hub facilitate the circulation of cooling liquid or lubricating oil to the piston and the driving friction mechanism, thereby enhancing the heat dissipation effect. The first positioning groove is used for accurately installing the brake friction mechanism, thereby ensuring the accuracy of the working of the brake friction mechanism. The working oil hole and the lubricating oil hole realize the connection of the working oil passage and the lubricating oil passage with the corresponding chambers, thereby ensuring the normal working of the clutch. The first shaft elastic retainer ring can effectively prevent the axial movement of the driving friction mechanism, thereby ensuring the stability of power transmission.

[0011] Preferably, the piston is sleeved on the hub output shaft in the clutch hub, the left end of the piston is provided with a D-shaped sealing ring, and the O-shaped sealing ring is arranged on the hub output shaft near the left end face of the clutch hub. The combination of the O-shaped sealing ring and the D-shaped sealing ring can effectively prevent the leakage of working oil and lubricating oil, thereby ensuring the stability of the pressure in the working chamber and the lubricating chamber, and further ensuring the smoothness of the movement of the piston and the normal working of the clutch, thereby improving the reliability and sealing performance of the clutch.

[0012] Preferably, the driving friction mechanism comprises a synchronous spline wheel connected with the input shaft by spline, a plurality of synchronous steel plates arranged in the coaxial direction of the input shaft and staggered, and synchronous double-sided friction plates, the synchronous double-sided friction plates are installed on the synchronous spline wheel by internal teeth and rotate coaxially with the synchronous spline wheel, the synchronous steel plates are sleeved on the synchronous spline wheel and installed on the clutch cylinder on the right side of the piston along the outer edge, the outer ends of the plurality of synchronous steel plates are provided with rubber blocks, and the synchronous spline wheel is provided with a plurality of lubricating oil guide ports connected with the inner cavity of the synchronous spline wheel. The synchronous spline wheel is connected with the input shaft by spline, thereby efficiently transmitting power. The staggered synchronous steel plates and synchronous double-sided friction plates can increase the friction area and improve the power transmission efficiency. The rubber blocks on the outer ends of the synchronous steel plates ensure the smoothness and accuracy of the axial movement. The lubricating oil guide ports can introduce the lubricating oil in the lubricating chamber to the friction components and provide good lubrication, thereby further improving the heat dissipation performance and reducing wear.

[0013] Preferably, the brake friction mechanism comprises a plurality of brake sheets arranged in staggered manner and mounted on the left part of the clutch hub body, and a brake double-sided friction sheet, the brake sheets at the right end of the brake friction mechanism are matched with the piston, and the brake sheets and the brake double-sided friction sheet can move in the axial direction, the clutch hub body on the left side of the brake friction mechanism is provided with an axle flattened steel wire retainer. By matching the brake sheets arranged in staggered manner with the brake double-sided friction sheet, the friction during braking can be increased and the braking effect can be improved, and by the axle flattened steel wire retainer, the axial movement of the brake friction mechanism can be prevented, the stability and reliability of the braking work can be ensured.

[0014] Preferably, the reset spring is arranged on the hub output shaft on the right side of the piston, the left end of the reset spring is abutted against the right side wall of the piston, and the hub output shaft on the right side of the reset spring is provided with a spring baffle matched with the reset spring and a second axle elastic retainer. By the reset spring, the piston can be quickly pushed to reset after the clutch separation action is completed, the quick engagement of the clutch can be realized, and by the arrangement of the spring baffle and the second axle elastic retainer, the accuracy and stability of the installation position of the reset spring can be ensured, and the normal work can be ensured.

[0015] Preferably, the synchronous spline wheel is provided with a thrust needle roller bearing coaxial with the synchronous spline wheel, and the thrust needle roller bearing is abutted against the right end of the hub positioning shaft. By the thrust needle roller bearing, the axial load can be effectively borne, the axial friction and wear of the synchronous spline wheel during rotation can be reduced, the power transmission efficiency can be improved, and the service life of the synchronous spline wheel and related components can be prolonged.

[0016] Preferably, the limiting bearing on the spline transmission shaft on the left side of the clutch cylinder body is a tapered roller bearing, the thrust needle roller bearing is abutted against the right end of the hub positioning shaft, the limiting bearing on the input shaft on the right side of the clutch cylinder body is a deep groove ball bearing, and the input shaft on the right side of the deep groove ball bearing is provided with a third axle elastic retainer matched with the deep groove ball bearing. By the left tapered roller bearing, the axial and radial loads can be borne at the same time, the complex stress condition of the spline transmission shaft can be adapted, and the stability of the shafting can be further enhanced. By the right deep groove ball bearing, the radial load can be mainly borne, the stability of the rotation of the input shaft can be ensured, and by the third axle elastic retainer, the axial movement of the deep groove ball bearing can be prevented, and the normal work can be ensured.

[0017] Preferably, the hole flattened steel wire retainer matched with the driving friction mechanism and clamped in the inner wall of the clutch hub is arranged at the right end of the clutch hub. By the hole flattened steel wire retainer, the driving friction mechanism can be prevented from being pulled out from the right end of the clutch hub, the firmness of the installation of the driving friction mechanism can be ensured, and the reliability of the power transmission of the clutch can be ensured.

[0018] The utility model discloses the beneficial effect lies in: the utility model discloses the high heat dissipation performance rate and can improve clutch service life, through the clutch cylinder body design of split connection, makes manufacturing and installation more flexible, can choose suitable material and manufacture hub output shaft and clutch hub respectively according to different needs, then through welding combination, can promote overall performance, and sets up the limit bearing at clutch cylinder body both sides, can effectively limit the axial displacement of spline transmission shaft and input shaft, improves the stability of shafting, through spline transmission shaft being connected with the spline in the left end of clutch cylinder body, can provide certain support for hub output shaft, can also reduce the interference phenomenon caused by the shaft's excursion, and then prolongs the service life of clutch. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 It is the overall structure schematic view of the utility model;

[0020] Figure 2 It is the utility model's explosion map.

[0021] In the drawing: 1, input shaft, 2, working oil circuit, 3, lubricating oil circuit, 4, clutch cylinder body, 5, piston, 6, drive friction mechanism, 7, brake friction mechanism, 8, reset spring, 9, working chamber, 10, lubricating chamber, 11, spline transmission shaft, 12, hub output shaft, 13, clutch hub, 14, sleeving hole, 15, inner spline, 16, limit slot, 17, tool withdrawal groove, 18, notch, 19, first positioning slot, 20, working oil hole, 21, lubricating oil hole, 22, first shaft elastic baffle ring, 23, O-shaped sealing ring, 24, D-shaped sealing ring, 25, synchronous spline wheel, 26, synchronous steel plate, 27, synchronous double-sided friction piece, 28, rubber stop block, 29, lubricating oil guide port, 30, brake steel sheet, 31, brake double-sided friction piece, 32, axle flattened steel wire baffle ring, 33, spring baffle, 34, second shaft elastic baffle ring, 35, thrust needle roller bearing, 36, tapered roller bearing, 37, deep groove ball bearing, 38, third shaft elastic baffle ring, 39, hole flattened steel wire baffle ring. DETAILED DESCRIPTION

[0022] The specific embodiment of the utility model is further described in detail below in combination with the drawings and examples. The following examples are used to illustrate the utility model, but not to limit the scope of the utility model.

[0023] In the description of the present application, it needs to be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, which are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0024] In the description of the present application, it needs to be understood that the terms "installation", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0025] The following is a preferred embodiment of the present application in conjunction with the drawings.

[0026] As Figure 1 and Figure 2 The utility model discloses an input shaft 1 and the working oil circuit 2 and lubricating oil circuit 3 of setting in the axle body of input shaft 1, be equipped with split welding clutch cylinder body 4 on input shaft 1, and the left end internal spline 15 of clutch cylinder body 4 is connected with the spline transmission shaft 11 of sleeving in input shaft 1, when designing, working oil circuit 2 and lubricating oil circuit 3 are spaced apart on the axle body of input shaft 1 along the axial direction of input shaft 1, and clutch cylinder body 4 includes hub output shaft 12 and adopts electron beam or laser welding clutch hub 13 on hub output shaft 12, and the sleeve hole 14 matched with input shaft 1 is arranged on hub output shaft 12 along the axial direction, wherein, the internal spline 15 matched with spline transmission shaft 11 is arranged on the inner wall of sleeve hole 14 in the left end of hub output shaft 12, when making, the left and right sides of internal spline 15 sleeve hole 14 are also respectively provided with limiting groove 16 and tool withdrawal groove 17, so that by adopting electron beam or laser welding design, the welding precision is high, the welding quality is good, and the overall strength and rigidity of clutch cylinder body 4 can also be ensured, the axial position of related components can be accurately limited by the setting of limiting groove 16, and the stability of the shafting is further improved, at the same time, by the setting of tool withdrawal groove 17, the withdrawal of the tool during the machining of internal spline 15 is facilitated, the machining precision and efficiency are ensured, and the manufacturing quality of clutch cylinder body 4 is improved.

[0027] As Figure 1 and Figure 2As shown, the piston 5 is arranged in the clutch cylinder 4, the driving friction mechanism 6 is arranged in the clutch cylinder 4 at the right side of the piston 5, the brake friction mechanism 7 is sleeved on the left side of the clutch cylinder 4, the working chamber 9 is arranged in the clutch cylinder 4 at the left side of the piston 5 and communicates with the working oil path 2, the lubricating chamber 10 is arranged in the clutch cylinder 4 at the right side of the piston 5 and communicates with the lubricating oil path 3 and cooperates with the driving friction mechanism 6, a plurality of notches 18 are arranged on the circumference of the clutch hub 13 and cooperate with the piston 5 and the driving friction mechanism 6, the first positioning groove 19 is arranged on the outer wall of the left end body of the clutch hub 13 and cooperates with the brake friction mechanism 7, the hub output shaft 12 extends into the clutch hub 13 through the left end face of the clutch hub 13, the working oil hole 20 is arranged on the hub output shaft 12 and communicates the working oil path 2 and the working chamber 9, the lubricating oil hole 21 is arranged on the hub output shaft 12 and communicates the lubricating oil path 3 and the lubricating chamber 10, the first shaft elastic retainer 22 is arranged on the input shaft 1 and cooperates with the driving friction mechanism 6, the notches 18 on the clutch hub 13 facilitate the circulation of the coolant or lubricating oil to the piston 5 and the driving friction mechanism 6, thereby enhancing the heat dissipation effect, the first positioning groove 19 is used for accurately installing the brake friction mechanism 7 and ensuring the accuracy of the working, the working oil hole 20 and the lubricating oil hole 21 realize the communication of the working oil path 2 and the lubricating oil path 3 with the corresponding chambers, thereby ensuring the normal working of the clutch, and the first shaft elastic retainer 22 can effectively prevent the axial movement of the driving friction mechanism 6 and ensure the stability of the power transmission.

[0028] As shown in Figure 1 and Figure 2 , the piston 5 is sleeved on the hub output shaft 12 in the clutch hub 13, a plurality of bosses are arranged on the periphery of the piston 5 and clamped in the notches 18, the plurality of bosses cooperate with the plurality of notches 18 to facilitate the axial movement of the piston 5 along the hub output shaft 12, the O-shaped sealing ring 23 is arranged on the hub output shaft 12 near the left end face of the clutch hub 13, and the D-shaped sealing ring 24 is arranged on the left end side of the piston 5, the O-shaped sealing ring 23 is arranged between the piston 5 and the hub output shaft 12 at the right side of the working oil hole 20, the inner cavity at the left side of the O-shaped sealing ring 23 is the working chamber 9, and the inner cavity at the right side of the O-shaped sealing ring 23 is the lubricating chamber 10, thereby the combination of the O-shaped sealing ring and the D-shaped sealing ring can effectively prevent the leakage of the working oil and the lubricating oil, ensure the stability of the pressure of the working chamber 9 and the lubricating chamber 10, and further ensure the smoothness of the movement of the piston 5 and the normal working of the clutch, thereby improving the reliability and sealing performance of the clutch.

[0029] As shown in Figure 1 and Figure 2As shown, the driving friction mechanism 6 includes a synchronizing spline wheel 25 connected with the input shaft 1, and a plurality of synchronizing steel plates 26 and a synchronizing double-sided friction plate 27 arranged in staggered manner along the axis of the input shaft 1. The synchronizing spline wheel 25 is provided with a thrust needle bearing 35 coaxial with the synchronizing spline wheel 25, and the thrust needle bearing 35 is located at the right end of the hub positioning shaft. Thus, the axial load can be effectively borne by the thrust needle bearing 35, reducing the axial friction and wear of the synchronizing spline wheel 25 during rotation, improving the power transmission efficiency, and prolonging the service life of the synchronizing spline wheel 25 and related components. The synchronizing double-sided friction plate 27 is installed on the synchronizing spline wheel 25 by the inner teeth and rotates coaxially with the synchronizing spline wheel 25. The synchronizing steel plate 26 is sleeved on the synchronizing spline wheel 25 and mounted on the clutch cylinder 4 at the right side of the piston 5. The outer edge of the synchronizing steel plate 26 is usually provided with a protruding structure adapted to the peripheral boss of the piston 5, so as to be clamped in the aperture 18. Rubber blocks 28 are provided on the outer end of the synchronizing steel plate 26. A plurality of lubricating oil guide holes 29 are provided on the synchronizing spline wheel 25 to communicate with the inner cavity. Thus, the synchronizing spline wheel 25 is connected with the input shaft 1 by spline, and the power can be efficiently transmitted. Meanwhile, the staggered arrangement of the synchronizing steel plate 26 and the synchronizing double-sided friction plate 27 can increase the friction area and improve the power transmission efficiency. The rubber blocks 28 on the outer end of the synchronizing steel plate 26 ensure smooth and accurate axial movement. The lubricating oil guide holes 29 can guide the lubricating oil in the lubricating cavity to the friction components and provide good lubrication, further improving the heat dissipation performance and reducing the wear.

[0030] As shown in Figure 1 and Figure 2 The driving friction mechanism 6 includes a synchronizing spline wheel 25 connected with the input shaft 1, and a plurality of synchronizing steel plates 26 and a synchronizing double-sided friction plate 27 arranged in staggered manner along the axis of the input shaft 1. The synchronizing spline wheel 25 is provided with a thrust needle bearing 35 coaxial with the synchronizing spline wheel 25, and the thrust needle bearing 35 is located at the right end of the hub positioning shaft. Thus, the axial load can be effectively borne by the thrust needle bearing 35, reducing the axial friction and wear of the synchronizing spline wheel 25 during rotation, improving the power transmission efficiency, and prolonging the service life of the synchronizing spline wheel 25 and related components. The synchronizing double-sided friction plate 27 is installed on the synchronizing spline wheel 25 by the inner teeth and rotates coaxially with the synchronizing spline wheel 25. The synchronizing steel plate 26 is sleeved on the synchronizing spline wheel 25 and mounted on the clutch cylinder 4 at the right side of the piston 5. The outer edge of the synchronizing steel plate 26 is usually provided with a protruding structure adapted to the peripheral boss of the piston 5, so as to be clamped in the aperture 18. Rubber blocks 28 are provided on the outer end of the synchronizing steel plate 26. A plurality of lubricating oil guide holes 29 are provided on the synchronizing spline wheel 25 to communicate with the inner cavity. Thus, the synchronizing spline wheel 25 is connected with the input shaft 1 by spline, and the power can be efficiently transmitted. Meanwhile, the staggered arrangement of the synchronizing steel plate 26 and the synchronizing double-sided friction plate 27 can increase the friction area and improve the power transmission efficiency. The rubber blocks 28 on the outer end of the synchronizing steel plate 26 ensure smooth and accurate axial movement. The lubricating oil guide holes 29 can guide the lubricating oil in the lubricating cavity to the friction components and provide good lubrication, further improving the heat dissipation performance and reducing the wear.

[0031] As shown in Figure 1 and Figure 2As shown, the reset spring 8 is arranged on the hub output shaft 12 at the right side of the piston 5 to provide leftward thrust to the piston 5, wherein the left end of the reset spring 8 is abutted against the right side wall of the piston 5, and the hub output shaft 12 at the right side of the reset spring 8 is provided with a spring baffle 33 and a second shaft elastic baffle 34 matched with the reset spring 8, so that the piston 5 can be quickly reset by the reset spring 8 after the clutch disengagement action is completed, and the quick engagement of the clutch is realized, and the arrangement of the spring baffle 33 and the second shaft elastic baffle 34 can ensure the accuracy and stability of the installation position of the reset spring 8, ensure the normal work of the reset spring 8 and prevent the reset spring 8 from sliding out of the hub output shaft 12.

[0032] As shown in Figure 1 and Figure 2 As shown, the limit bearing is arranged on the spline transmission shaft 11 at the left side of the clutch cylinder 4 and the input shaft 1 at the right side, and in the design, the limit bearing on the spline transmission shaft 11 at the left side of the clutch cylinder 4 is a tapered roller bearing 36 and the thrust needle bearing 35 is abutted against the right end of the hub positioning shaft, the limit bearing on the input shaft 1 at the right side of the clutch cylinder 4 is a deep groove ball bearing 37, and the third shaft elastic baffle 38 matched with the deep groove ball bearing 37 is arranged on the input shaft 1 at the right side of the deep groove ball bearing 37. In this way, the tapered roller bearing 36 at the left side can bear axial and radial load at the same time, adapt to the complex stress condition of the spline transmission shaft 11 and further enhance the stability of the shafting. The deep groove ball bearing 37 at the right side mainly bears radial load to ensure the stability of the rotation of the input shaft 1, and the arrangement of the third shaft elastic baffle 38 can prevent the axial movement of the deep groove ball bearing 37 and ensure the normal work of the deep groove ball bearing 37. Of course, the hole flattening steel wire baffle 39 matched with the driving friction mechanism 6 and clamped in the inner wall of the clutch hub 13 is arranged at the right end of the clutch hub 13, and the installation groove matched with the hole flattening steel wire baffle 39 is arranged on the inner wall of the clutch hub 13, so that the hole flattening steel wire baffle 39 can prevent the driving friction mechanism 6 from being detached from the right end of the clutch hub 13, ensure the firmness of the installation of the driving friction mechanism 6 and ensure the reliability of the power transmission of the clutch.

[0033] The working principle of the wet clutch is as follows: the clutch combination electric signal is given by the hydraulic control system, the electromagnetic valve is controlled by the electric signal to supply oil to the working oil path 2; the hydraulic oil enters the working chamber 9 through the oblique working oil hole 20 from the working oil path 2 inlet, pushes the piston 5 to move to the right, presses the multiple synchronous steel plates 26 and the synchronous double-sided friction plates 27, and makes them in the combined state, the friction between the synchronous steel plates 26 and the synchronous double-sided friction plates 27 makes the input shaft 1 and the clutch hub 13 connected as a whole, and the clutch cylinder body 4 outputs power; when the clutch needs to be separated, the clutch separation electric signal is given by the hydraulic control system, the electromagnetic valve is controlled by the electric signal to stop supplying oil to the working oil path 2, the pressure in the working chamber 9 is released, and the piston 5 moves to the left under the action of the reset spring 8, so that the multiple synchronous steel plates 26 and the synchronous double-sided friction plates 27 are separated, there is no friction between them, the torque transmission is interrupted, at this time, the piston 5 cooperates with the brake friction mechanism 7, and the brake friction mechanism 7 can provide brake for the clutch hub 13; no matter whether the clutch is in the separated state or the combined state, the hydraulic oil of the lubricating oil path 3 is continuously supplied, the lubricating oil enters the lubricating chamber 10 along the lubricating oil path 3 through the lubricating oil hole 21, at the same time, the lubricating oil in the lubricating chamber 10 is introduced into the friction components through the lubricating oil guide hole 29 on the synchronous spline wheel 25 and good lubrication is provided, the heat dissipation performance is further improved, and the wear is reduced.

[0034] The above embodiments are only used to illustrate the technical solutions of the utility model, and not to limit them; although the utility model is described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can be modified, or some or all of the technical features can be replaced; the modification or replacement does not make the essence of the corresponding technical solution deviate from the scope of the technical solutions of the embodiments of the utility model.

Claims

1. A wet clutch comprising an input shaft (1) and a working oil passage (2) and a lubricating oil passage (3) provided in the shaft body of the input shaft (1), characterized in that: The input shaft (1) is provided with a split clutch cylinder (4), the clutch cylinder (4) is provided with a piston (5), the clutch cylinder (4) is provided with a driving friction mechanism (6) at the right side of the piston (5), the clutch cylinder (4) is provided with a brake friction mechanism (7) at the left side of the piston (5), the clutch cylinder (4) is provided with a reset spring (8) at the right side of the piston (5), the clutch cylinder (4) is provided with a working chamber (9) connected with the working oil circuit (2) at the left side of the piston (5), the clutch cylinder (4) is provided with a lubricating chamber (10) connected with the lubricating oil circuit (3) and matched with the reset spring (8) and the driving friction mechanism (6) at the right side of the piston (5), the left end of the clutch cylinder (4) is provided with a spline transmission shaft (11) sleeved on the input shaft (1), the spline transmission shaft (11) at the left side of the clutch cylinder (4) and the input shaft (1) at the right side of the clutch cylinder (4) are respectively provided with limit bearings.

2. The wet clutch of claim 1, wherein: The clutch cylinder (4) comprises a hub output shaft (12) and a clutch hub (13) welded on the hub output shaft (12) by electron beam or laser, the hub output shaft (12) is provided with a sleeving hole (14) matched with the input shaft (1) along the axial direction, the inner spline (15) matched with the spline transmission shaft (11) is arranged on the inner wall of the sleeving hole (14) at the left end of the hub output shaft (12), the limit groove (16) and the tool withdrawal groove (17) are respectively arranged in the sleeving hole (14) at the left and right sides of the inner spline (15).

3. The wet clutch of claim 2, wherein: The clutch hub (13) is provided with a plurality of openings (18) matched with the piston (5) and the driving friction mechanism (6) in the circumferential direction, the first positioning groove (19) matched with the brake friction mechanism (7) is arranged on the outer wall of the left end body of the clutch hub (13), the hub output shaft (12) extends into the clutch hub (13) through the left end surface of the clutch hub (13), the working oil hole (20) connected with the working oil circuit (2) and the working chamber (9) and the lubricating oil hole (21) connected with the lubricating oil circuit (3) and the lubricating chamber (10) are arranged on the hub output shaft (12), the first shaft elastic retainer (22) matched with the driving friction mechanism (6) is arranged on the input shaft (1).

4. The wet clutch of claim 1, wherein: The piston (5) is sleeved on the hub output shaft (12) in the clutch hub (13), the O-shaped sealing ring (23) is arranged on the hub output shaft (12) close to the left end surface of the clutch hub (13), the D-shaped sealing ring (24) is arranged on the left end of the piston (5), and the O-shaped sealing ring (23) is arranged between the piston (5) and the hub output shaft (12) at the right side of the working oil hole (20).

5. The wet clutch of claim 1, wherein: The driving friction mechanism (6) comprises a synchronizing spline wheel (25) connected with the input shaft (1) by spline, and further comprises a plurality of synchronizing steel plates (26) coaxial with the input shaft (1) and arranged in a staggered manner, and a synchronizing double-sided friction plate (27), the synchronizing double-sided friction plate (27) is mounted on the synchronizing spline wheel (25) by inner teeth and rotates coaxially with the synchronizing spline wheel (25), the synchronizing steel plate (26) is sleeved on the synchronizing spline wheel (25) and mounted on the clutch cylinder (4) on the right side of the piston (5), the outer end of the plurality of synchronizing steel plates (26) is provided with a rubber block (28), and the synchronizing spline wheel (25) is provided with a plurality of lubricating oil guide ports (29) communicating with the inner cavity thereof.

6. The wet clutch of claim 1, wherein: The brake friction mechanism (7) comprises a plurality of brake steel sheets (30) arranged in a staggered manner and mounted on the left part of the clutch hub (13) body, and a brake double-sided friction plate (31), the brake steel sheet (30) at the right end of the brake friction mechanism (7) is matched with the piston (5), and the brake steel sheet (30) and the brake double-sided friction plate (31) can move in the axial direction, and the clutch hub (13) body on the left side of the brake friction mechanism (7) is provided with an axle flattened steel wire retainer (32).

7. The wet clutch of claim 1, wherein: The reset spring (8) is arranged on the hub output shaft (12) on the right side of the piston (5), the left end of the reset spring (8) is abutted against the right side wall of the piston (5), and the hub output shaft (12) on the right side of the reset spring (8) is provided with a spring baffle (33) matched with the reset spring (8) and a second axle elastic retainer (34).

8. The wet clutch of claim 5 wherein: The synchronizing spline wheel (25) is provided with a thrust needle bearing (35) coaxial with the synchronizing spline wheel (25), and the thrust needle bearing (35) is abutted against the right end of the hub positioning shaft.

9. The wet clutch of claim 1, wherein: The limiting bearing on the spline transmission shaft (11) on the left side of the clutch cylinder (4) is a tapered roller bearing (36), and the limiting bearing on the input shaft (1) on the right side of the clutch cylinder (4) is a deep groove ball bearing (37), and the input shaft (1) on the right side of the deep groove ball bearing (37) is provided with a third axle elastic retainer (38) matched with the deep groove ball bearing (37).

10. The wet clutch of claim 1, wherein: The hole flattened steel wire retainer (39) matched with the driving friction mechanism (6) is arranged on the right end of the clutch hub (13) and clamped on the inner wall of the clutch hub (13).

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