Wet clutch assembly

Abstract

The utility model relates to the technical field of clutch power transmission, and discloses a wet clutch assembly which comprises an input shaft, a working oil way and a lubricating oil way, the working oil way and the lubricating oil way are arranged in the input shaft, a clutch hub B is arranged at the right end of the input shaft, a piston, a driving friction mechanism, a reset spring and a working cavity are arranged in the clutch hub B, and a brake friction mechanism is sleeved on the outer side of the clutch hub B. A lubricating cavity communicated with the lubricating oil way is arranged on the left side of the piston, and a right working cavity is connected with a working oil way. And a split clutch hub body A is arranged on the left side of the driving friction mechanism. An open split clutch hub body A and B structure is adopted, and compared with a traditional integrated design, installation and maintenance are more convenient; the double oil ways are integrated in the input shaft to realize compact layout; power transmission and cutting-off are efficiently completed through piston linkage driving and the synergistic effect of a brake friction mechanism and a reset spring. The design has the advantages of being excellent in heat dissipation performance, long in service life, high in space utilization rate, low in maintenance cost and the like, and the comprehensive performance of the clutch is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of clutch power transmission technology, specifically to a wet clutch assembly. Background Technology

[0002] In the field of mechanical transmission, wet clutch assemblies, as key components for realizing power transmission and disconnection, are widely used in many scenarios such as automobiles and industrial equipment.

[0003] In the traditional wet clutch assembly field, the clutch cylinder body mostly adopts a welded one-piece structure design. While this one-piece structure ensures overall rigidity to a certain extent, it also brings significant drawbacks. On the one hand, the cylinder body on the output shaft side of the hub cannot be disassembled, forming a non-open structure. This makes it difficult to perform targeted inspection and replacement when internal clutch components experience wear or failure. Repair personnel often need to disassemble the entire clutch from the equipment, and may even have to replace the entire clutch cylinder body due to inaccessible parts, greatly increasing maintenance costs and time. On the other hand, the manufacturing process of the welded one-piece structure is quite difficult. During the welding process, welding parameters must be strictly controlled to avoid cylinder body deformation and ensure the precision and assembly relationship of each component. Once the welding process deviates, such as excessive welding temperature causing local thermal deformation of the cylinder body, it will directly affect the fitting precision of the internal clutch components, thereby affecting the clutch's performance and reliability.

[0004] Regarding heat dissipation, existing wet clutch assemblies also have serious shortcomings. For example, during clutch operation, the frequent engagement and disengagement of the friction plates generate a large amount of heat. However, in existing structural designs, the heat dissipation channels are poorly laid out, preventing coolant or lubricating oil from flowing sufficiently and evenly through the heat-generating areas, resulting in low heat dissipation efficiency. Prolonged operation at high temperatures not only accelerates friction plate wear and reduces the coefficient of friction, affecting the stability and efficiency of power transmission, but may also degrade the lubricating oil, further exacerbating wear between components and shortening the overall service life of the clutch.

[0005] Furthermore, the design of the clutch hub output shaft also has significant shortcomings. In existing technology, the output shaft of the clutch hub has splines on its outer side, resulting in a long sleeve connection between the output and input shafts, and this sleeve connection lacks effective support. When the clutch operates at high speeds and bears complex and variable loads, this poorly supported, long sleeve structure easily leads to interference between the output and input shafts. The additional stress concentration caused by this interference accelerates fatigue wear of the shaft, and in severe cases, can even lead to shaft deformation or breakage, significantly reducing the clutch's service life and increasing equipment downtime risks and maintenance costs. Utility Model Content

[0006] The purpose of this invention is to provide a wet clutch assembly with an open split structure for the hub body, high heat dissipation efficiency, and long service life, which addresses the above problems.

[0007] To achieve the above objectives, this utility model discloses a wet clutch assembly, including an input shaft and a working oil passage and a lubrication oil passage disposed within the input shaft body. Its structural features include a clutch hub B located at the right end of the input shaft, a piston disposed within the clutch hub B, a return spring providing a rightward thrust to the piston disposed within the clutch hub B on the left side of the piston, a braking friction mechanism sleeved on the clutch hub B on the right side of the piston, a return spring disposed within the clutch hub B between the piston and the driving friction mechanism, a working chamber connected to the working oil passage disposed within the clutch hub B on the right side of the piston, a lubrication chamber connected to the lubrication oil passage and cooperating with the return spring and the driving friction mechanism disposed within the clutch hub B on the left side of the driving friction mechanism, and a clutch hub A mounted on the clutch hub B on the left side of the driving friction mechanism.

[0008] With the above structure, by placing the working oil passage and lubrication oil passage within the input shaft body, the oil passage layout becomes more compact and rational, effectively saving space. The clutch hub is divided into two parts, A and B. This split design, compared to the traditional one-piece structure, makes installation, maintenance, and component replacement more convenient, reducing maintenance difficulty and costs. Furthermore, through the cooperation of components such as the piston, drive friction mechanism, brake friction mechanism, and return spring, power transmission and disconnection can be efficiently achieved.

[0009] Preferably, the clutch hub B includes a cylindrical housing with a right-end seal and a hub positioning shaft passing through the right side wall of the cylindrical housing and coaxial with the input shaft. The cylindrical housing has a mounting portion for a braking friction mechanism on its side wall near the right end. The outer wall of the cylindrical housing side wall is provided with multiple limiting notches spaced apart to mate with the piston, the driving friction mechanism, and the clutch hub A. The diameter of the cylindrical housing at the mounting portion is smaller than the diameter of the cylindrical housing body. The hub positioning shaft has a working oil hole connecting the working oil passage and the working chamber, and a lubricating oil hole connecting the lubrication oil passage and the lubrication chamber. The right-end-sealed cylindrical housing design provides good protection for internal components and prevents external impurities from entering and affecting the normal operation of the clutch; it also facilitates the construction of a stable working chamber and lubrication chamber within the housing. The hub positioning shaft provides support and positioning, ensuring the coaxiality of the input shaft and clutch components, thus improving power transmission stability. It also achieves precise connectivity between the working oil circuit and the working chamber, and between the lubrication oil circuit and the lubrication chamber, through working oil holes and lubrication oil holes, guaranteeing normal hydraulic power transmission and good lubrication and heat dissipation. The brake friction mechanism mounting section and limiting notch on the cylindrical housing provide precise positioning for the installation of the brake friction mechanism and other related components, thereby improving assembly accuracy.

[0010] Preferably, the width of the notch at the left end of the limiting notch is greater than the width of the notch body of the limiting notch, and the limiting notch extends to the mounting position. By extending the limiting notch to the mounting position, the connection stability and collaborative working ability between the components can be further enhanced, and the heat dissipation effect can be improved. The wider notch at the left end is to facilitate the installation of the clutch hub A.

[0011] Preferably, the clutch hub A includes a cover body adapted to the longitudinal cross-sectional size of the cylindrical housing and a hub output shaft passing through the middle of the cover body and located on the same horizontal straight line as the input shaft centerline. Multiple positioning plates that cooperate with the limiting notches are arranged at intervals along the outer edge of the cover body. The hub output shaft is welded to the cover body and the hub output shaft is provided with a fitting port that cooperates with the input shaft along the axial direction. An internal spline that matches the spline sleeve drive shaft is provided on the inner wall of the fitting port at the left end of the hub output shaft. Limiting grooves and tool relief grooves are respectively provided on the left and right sides of the internal spline. The cover design on clutch hub A, which is compatible with the cylindrical housing, can fit tightly with clutch hub B to form a complete clutch cylinder structure, enhancing the overall sealing and protection. The fitting port and internal spline design facilitate connection with the spline sleeve drive shaft to achieve power output. The limiting groove is used to precisely limit the axial position of related components, improving the stability of the shaft system and reducing component movement. The tool retraction groove facilitates tool withdrawal when machining the internal spline, ensuring machining accuracy and efficiency, thereby improving the manufacturing quality of clutch hub A.

[0012] Preferably, the piston is mounted on a hub positioning shaft inside the clutch hub B. An O-ring is provided on the body of the hub positioning shaft near the left end face of the clutch hub B, and a D-ring is installed on the right side edge of the piston. The O-ring is located to the left of the working oil hole. By mounting the piston on the hub positioning shaft, the accuracy and stability of the piston movement are ensured, enabling it to precisely drive the friction mechanism to achieve clutch engagement. The combined use of the O-ring and D-ring effectively prevents leakage of working oil and lubricating oil, ensuring stable pressure in the working chamber and lubrication chamber. The O-ring, located to the left of the working oil hole, specifically seals the area near the working oil hole, preventing working oil leakage into the lubrication chamber.

[0013] Preferably, the driving friction mechanism includes a synchronous spline wheel splined and splined to the input shaft, multiple synchronous steel plates coaxial with the input shaft and arranged in a staggered manner, and synchronous double-sided friction plates. The synchronous double-sided friction plates are mounted on the synchronous spline wheel via internal teeth and rotate coaxially with the synchronous spline wheel. The synchronous steel plates are fitted onto the synchronous spline wheel and their outer ends are installed at the limiting notch of the clutch hub B on the left side of the piston. The synchronous spline wheel is provided with multiple lubricating oil guide ports communicating with its internal cavity. The synchronous spline wheel splined and splined to the input shaft can transmit power efficiently, while the staggered synchronous steel plates and synchronous double-sided friction plates increase the friction area and improve the power transmission efficiency. The lubricating oil guide ports on the synchronous spline wheel can provide good lubrication for the friction components with the lubricating oil in the lubrication chamber, effectively reducing the coefficient of friction and wear, while further improving heat dissipation performance.

[0014] Preferably, the braking friction mechanism includes multiple brake steel plates arranged in an alternating pattern and mounted on the right end of the clutch hub B, as well as brake friction pads on both sides. The brake steel plate on the left end of the braking friction mechanism cooperates with the piston, and both the brake steel plate and the brake friction pads on both sides are axially movable. A flattened steel wire retainer ring for the shaft is provided on the clutch hub body on the right side of the braking friction mechanism. The multiple alternating brake steel plates and brake friction pads on both sides increase the friction force during braking and improve the braking effect, enabling the clutch to brake quickly and effectively. The flattened steel wire retainer ring for the shaft prevents axial movement of the braking friction mechanism.

[0015] Preferably, the return spring is mounted on the hub positioning shaft on the left side of the piston, with its right end abutting against the left side wall of the piston. A spring baffle and a second shaft elastic retaining ring are mounted on the hub positioning shaft on the right side of the return spring. By providing the return spring, the piston can be quickly pushed back to its original position after the clutch disengagement action, achieving rapid clutch engagement and improving clutch efficiency. The spring baffle and the second shaft elastic retaining ring prevent the return spring from shifting or falling off during operation, ensuring it can properly perform its return function.

[0016] Preferably, a thrust needle roller bearing coaxial with the synchronous spline wheel is disposed inside the synchronous spline wheel, and the thrust needle roller bearing rests on the left end of the hub positioning shaft. First shaft elastic retaining rings are respectively disposed on the left and right sides of the input shaft at the connection between the synchronous spline wheel and the input shaft. The thrust needle roller bearing inside the synchronous spline wheel can effectively bear the axial load, reducing axial friction and wear of the synchronous spline wheel during rotation. The first shaft elastic retaining rings disposed on both sides of the connection between the synchronous spline wheel and the input shaft prevent axial movement of the synchronous spline wheel on the input shaft.

[0017] Preferably, a deep groove ball bearing is installed on the input shaft on the right side of the clutch hub B. A third shaft retaining ring, which mates with the deep groove ball bearing, is also installed on the input shaft to the right of the bearing. A flattened wire retaining ring for mounting the clutch hub A is installed inside the left end of the clutch hub B. The deep groove ball bearing primarily bears the radial load, while the third shaft retaining ring prevents axial movement of the bearing. The flattened wire retaining ring for mounting the clutch hub A makes the connection between the clutch hub A and the clutch hub B more secure, improving the stability and reliability of the overall clutch structure.

[0018] In summary, the beneficial effects of this utility model are as follows: The hub body adopts an open, split structure with high heat dissipation efficiency and a long service life. By arranging the working oil passage and lubrication oil passage within the input shaft body, the oil passage layout is more compact and rational, effectively saving space. The clutch hub body is divided into two parts, A and B. This split design, compared to the traditional one-piece structure, makes installation, maintenance, and component replacement more convenient, reducing maintenance difficulty and costs. Furthermore, through the cooperation of components such as the piston, drive friction mechanism, brake friction mechanism, and return spring, power transmission and disconnection can be efficiently achieved. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0020] Figure 2 This is an exploded view of the present invention.

[0021] In the diagram: 1. Input shaft; 2. Working oil passage; 3. Lubricating oil passage; 4. Clutch hub B; 5. Piston; 6. Drive friction mechanism; 7. Braking friction mechanism; 8. Return spring; 9. Working chamber; 10. Lubrication chamber; 11. Clutch hub A; 12. Cylindrical housing; 13. Hub positioning shaft; 14. Mounting part; 15. Limiting notch; 16. Working oil hole; 17. Lubricating oil hole; 18. Cover; 19. Hub output shaft; 20. Positioning plate; 21. Fitting opening; 22. Internal spline; 23. 24. Limiting groove; 25. Relief groove; 26. O-ring seal; 27. D-ring seal; 28. Synchronous spline wheel; 29. ​​Synchronous steel plate; 30. Synchronous double-sided friction plate; 31. Lubricating oil guide port; 32. Brake steel plate; 33. Brake double-sided friction plate; 34. Shaft flattened steel wire retaining ring; 35. Spring retainer; 36. Second shaft elastic retaining ring; 37. Thrust needle roller bearing; 38. First shaft elastic retaining ring; 39. Deep groove ball bearing; 40. Third shaft elastic retaining ring; 41. Hole flattened steel wire retaining ring. Detailed Implementation

[0022] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0023] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0024] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly, for example, they can refer to a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] The following is a description of preferred embodiments of the present invention in conjunction with the accompanying drawings.

[0026] like Figure 1 and Figure 2As shown, this utility model includes an input shaft 1 and a working oil passage 2 and a lubrication oil passage 3 disposed within the shaft body of the input shaft 1. A clutch hub B4 is provided on the input shaft 1 at the right end of the shaft body. A piston 5 is disposed inside the clutch hub B4. A drive friction mechanism 6 is disposed inside the clutch hub B4 to the left of the piston 5. A clutch hub A11 is also disposed to the left of the drive friction mechanism 6 and mounted on the clutch hub B4. In the design, the clutch hub B4 includes a cylindrical housing 12 with a right end sealed and a hub positioning shaft 13 passing through the right side wall of the cylindrical housing 12 and coaxial with the input shaft 1. The hub positioning shaft 13 is laser welded to the clutch hub B4. The cylindrical housing 12 has circumferentially spaced ... Multiple limiting notches 15 are provided to cooperate with the piston 5, the drive friction mechanism 6, and the clutch hub A11. The width of the notch at the left end of the limiting notch 15 is greater than the width of the notch on the main body of the limiting notch 15. The wider notch at the left end is designed to facilitate the installation of the clutch hub A11. During manufacturing, the cylindrical shell 12 with the right end sealed provides good protection for the internal components and prevents external impurities from entering and affecting the normal operation of the clutch. It also helps to build a stable working chamber 9 and lubrication chamber 10 within the shell. The hub positioning shaft 13 provides support and positioning and ensures the coaxiality of the input shaft 1 with the clutch components, improving the stability of power transmission. At the same time, by dividing the clutch hub into two parts, A and B, this split design is more convenient for installation, maintenance, and component replacement compared to the traditional one-piece structure, reducing maintenance difficulty and cost.

[0027] like Figure 1 and Figure 2 As shown, a braking friction mechanism 7 is fitted onto the clutch hub B4 on the right side of the piston 5. In the design, a mounting portion 14 for the braking friction mechanism 7 is provided on the side wall of the cylindrical housing 12 near the right end. The diameter of the cylindrical housing 12 at the mounting portion 14 is smaller than the diameter of the main body of the cylindrical housing 12. During manufacturing, the braking friction mechanism 7 includes multiple brake steel plates 32 arranged in an alternating pattern and mounted on the mounting portion 14 at the right end of the clutch hub B4, as well as brake friction plates 33 on both sides. The brake steel plate 32 on the left end of the braking friction mechanism 7 cooperates with the piston 5, and both the brake steel plate 32 and the brake friction plates 33 can move axially. A flattened steel wire retainer 34 for the shaft is also provided on the clutch hub body on the right side of the braking friction mechanism 7. Thus, the multiple alternating brake steel plates 32 and brake friction plates 33 increase the friction force during braking and improve the braking effect, enabling the clutch to brake quickly and effectively. The flattened steel wire retainer 34 for the shaft prevents axial movement of the braking friction mechanism 7. Meanwhile, the aforementioned limiting notch 15 typically extends to the mounting portion 14, which further enhances the connection stability and collaborative working ability between components and improves heat dissipation.

[0028] like Figure 1 and Figure 2 As shown, the piston 5 is mounted on the hub positioning shaft 13 inside the clutch hub B4. Typically, the piston 5 has multiple bosses spaced around its periphery that engage with the limiting notches 15. These bosses cooperate with the limiting notches 15. An O-ring 25 is installed on the body of the hub positioning shaft 13 near the left end face of the clutch hub B4, and a D-ring 26 is installed on the right side edge of the piston 5. In the design, a working chamber 9 connected to the working oil passage 2 is located inside the clutch hub B4 on the right side of the piston 5, while a lubrication chamber 10 connected to the lubrication oil passage 3 and cooperating with the drive friction mechanism 6 is located inside the clutch hub B4 on the left side of the piston 5. During manufacturing, the hub positioning shaft... The 13 is provided with a working oil hole 16 connecting the working oil passage 2 and the working chamber 9, and a lubricating oil hole 17 connecting the lubricating oil passage 3 and the lubricating chamber 10. The working oil hole 16 is usually an oblique hole, while the lubricating oil hole 17 is a vertical hole perpendicular to the lubricating oil passage 3. In this way, the working oil hole 16 and the lubricating oil hole 17 achieve precise connection between the working oil passage 2 and the working chamber 9, and between the lubricating oil passage 3 and the lubricating chamber 10, ensuring the normal transmission of hydraulic power and good lubrication and heat dissipation. The O-ring 25 mentioned above is usually installed on the left side of the working oil hole 16, so as to specifically seal the area near the working oil hole 16 and prevent the working oil from leaking into the lubricating chamber 10. By mounting the piston 5 onto the hub positioning shaft 13, the accuracy and stability of the piston 5's movement can be ensured, enabling it to precisely drive the drive friction mechanism 6 to achieve clutch action. The combined use of O-rings and D-rings can effectively prevent leakage of working oil and lubricating oil, ensuring stable pressure in the working chamber 9 and lubrication chamber 10.

[0029] like Figure 1 and Figure 2As shown, the aforementioned driving friction mechanism 6 includes a synchronous spline wheel 27 splinedly connected to the input shaft 1, multiple synchronous steel plates 28 coaxially and staggered with the input shaft 1, and synchronous double-sided friction plates 29. The synchronous double-sided friction plates 29 are mounted on the synchronous spline wheel 27 via internal teeth and rotate coaxially with the synchronous spline wheel 27. The synchronous steel plates 28 are fitted onto the synchronous spline wheel 27, with their outer ends installed at the limiting notch 15 on the clutch hub B4 on the left side of the piston 5. Typically, the outer edge of the synchronous steel plates 28 is also provided with a protruding structure adapted to the peripheral boss of the piston 5, thereby securing them at the limiting notch 15. The multiple synchronous steel plates... The outer end of 28 is also provided with rubber stops fixed to the front and rear end faces of the protruding structure. During the design, the synchronous spline wheel 27 is provided with multiple lubricating oil guide ports 31 that connect to its inner cavity. In this way, the synchronous spline wheel 27 is splined with the input shaft 1, which can transmit power efficiently. The staggered synchronous steel plates 28 and synchronous double-sided friction plates 29 increase the friction area and improve the power transmission efficiency. During the manufacturing process, the lubricating oil guide ports 31 on the synchronous spline wheel 27 can provide good lubrication for the friction components with the lubricating oil in the lubrication chamber 10, effectively reducing the coefficient of friction and reducing wear, while further improving the heat dissipation performance.

[0030] like Figure 1 and Figure 2 As shown, a return spring 8 is provided in the clutch hub B4 on the left side of the piston 5 to provide a rightward thrust to the piston 5. The return spring 8 is mounted on the hub positioning shaft 13 on the left side of the piston 5. The right end of the return spring 8 rests against the left side wall of the piston 5. The hub positioning shaft 13 on the right side of the return spring 8 is provided with a spring baffle 35 and a second shaft elastic retaining ring 36 that cooperate with the return spring 8. In this way, the return spring 8 can quickly push the piston 5 back to its original position after the clutch disengagement action is completed, realizing the rapid engagement of the clutch and improving the working efficiency of the clutch. The spring baffle 35 and the second shaft elastic retaining ring 36 can prevent the return spring 8 from being displaced or falling off during operation, ensuring that it can perform its normal reset function.

[0031] like Figure 1 and Figure 2As shown, the clutch hub A11 includes a cover 18 adapted to the longitudinal section size of the cylindrical housing 12 and a hub output shaft 19 passing through the middle of the cover 18 and located on the same horizontal straight line as the central axis of the input shaft 1. Multiple positioning plates 20 are arranged at intervals around the outer edge of the cover 18 to cooperate with the wide opening at the left end of the limiting notch 15. At the same time, multiple heat dissipation vents for heat dissipation are provided on the cover 18 around the hub output shaft 19. In the design, the hub output shaft 19 is welded to the cover 18 and the hub output shaft 19 is provided with a fitting opening 21 that matches the input shaft 1 along the axial direction. The inner wall of the fitting opening 21 at the left end of the hub output shaft 19 is provided with an internal spline 22 that matches the spline sleeve drive shaft. Limiting grooves 23 and tool relief grooves 24 are respectively provided on the left and right sides of the internal spline 22. During manufacturing, the cover 18 on the clutch hub A11, which is adapted to the cylindrical housing 12, can fit tightly with the clutch hub B to form a complete clutch cylinder structure and enhance the overall sealing and protection. The fitting port 21 and the internal spline 22 facilitate connection with the spline sleeve drive shaft to achieve power output. The limiting groove 23 is used to accurately limit the axial position of related components, improve the stability of the shaft system, and reduce component movement. The tool retraction groove 24 facilitates the withdrawal of the tool when machining the internal spline 22, ensuring machining accuracy and efficiency, thereby improving the manufacturing quality of the clutch hub A.

[0032] like Figure 1 and Figure 2 As shown, the aforementioned synchronous spline wheel 27 is provided with a thrust needle roller bearing 37 coaxial with the synchronous spline wheel 27, and the thrust needle roller bearing 37 rests on the left end of the hub positioning shaft 13. First shaft elastic retaining rings 38 are respectively provided on the input shaft 1 on the left and right sides of the connection between the synchronous spline wheel 27 and the input shaft 1. In this way, the thrust needle roller bearing 37 in the synchronous spline wheel 27 can effectively bear the axial load and reduce the axial friction and wear of the synchronous spline wheel 27 during rotation. The first shaft elastic retaining rings 38 are provided on both sides of the connection between the synchronous spline wheel 27 and the input shaft 1, which can prevent the synchronous spline wheel 27 from moving axially on the input shaft 1. A deep groove ball bearing 39 is also installed on the input shaft 1 on the right side of the clutch hub B4. The deep groove ball bearing 39 mainly bears the radial load. A third shaft elastic retaining ring 40 that mates with the deep groove ball bearing 39 is installed on the input shaft 1 to the right of the deep groove ball bearing 39. A flattened steel wire retaining ring 41 for mounting the clutch hub A11 is provided inside the left end of the clutch hub B4. The third shaft elastic retaining ring 40 prevents axial movement of the deep groove ball bearing 39, while the flattened steel wire retaining ring 41 is used to mount the clutch hub A, making the connection between the clutch hub A and the clutch hub B more secure, which can improve the stability and reliability of the overall clutch structure.

[0033] The working principle of the wet clutch assembly is as follows: The hydraulic control system provides an electrical signal for clutch engagement, which controls the solenoid valve to supply oil to the working oil circuit 2. Hydraulic oil enters the working chamber 9 from the inlet of the working oil circuit 2 through the inclined working oil hole 16, pushing the piston 5 to move to the left, pressing the multiple synchronous steel plates 28 and the synchronous double-sided friction plates 29 together, putting them in the engaged state. The friction between the synchronous steel plates 28 and the synchronous double-sided friction plates 29 connects the input shaft 1 with the clutch hub B4 and the clutch hub A11 into a whole, and the hub output shaft 19 outputs power. When clutch disengagement is required, the hydraulic control system provides an electrical signal for clutch disengagement, which controls the solenoid valve to stop. When oil is supplied to the working oil circuit 2, the pressure in the working chamber 9 is released and the piston 5 moves to the right under the action of the return spring 8, causing the multiple synchronous steel plates 28 and the synchronous double-sided friction plates 29 to separate. There is no friction between them, and the torque transmission is interrupted. At this time, the piston 5 cooperates with the braking friction mechanism 7 to provide braking for the clutch hub. Regardless of whether the clutch is in the disengaged or engaged state, the hydraulic oil in the lubrication oil circuit 3 is continuously supplied. The lubricating oil enters the lubrication chamber 10 along the lubrication oil circuit 3 through the lubrication oil hole 17. At the same time, the lubricating oil in the lubrication chamber 10 is introduced into the friction components through the lubrication oil guide port 31 on the synchronous spline wheel 27 to provide good lubrication, further improve heat dissipation performance, and reduce wear.

[0034] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A wet clutch assembly 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 clutch hub B (4) at the right end of the shaft body, a piston (5) is arranged in the clutch hub B (4), a driving friction mechanism (6) is arranged in the clutch hub B (4) on the left side of the piston (5), a brake friction mechanism (7) is sleeved on the right side of the piston (5), a reset spring (8) is arranged in the clutch hub B (4) on the left side of the piston (5) to provide a rightward thrust for the piston (5), a working chamber (9) is arranged in the clutch hub B (4) on the right side of the piston (5) and is connected with the working oil circuit (2), a lubricating chamber (10) is arranged in the clutch hub B (4) on the left side of the piston (5) and is connected with the lubricating oil circuit (3) and cooperates with the reset spring (8) and the driving friction mechanism (6), and the driving friction mechanism (6) is provided with a clutch hub A (11) mounted on the clutch hub B (4) on the left side.

2. The wet clutch assembly of claim 1, wherein: The clutch hub B (4) comprises a right-end-sealed cylindrical shell (12) and a hub positioning shaft (13) penetrating through the right side wall of the cylindrical shell (12) and coaxial with the input shaft (1), the cylindrical shell (12) is provided with a mounting portion (14) of the brake friction mechanism (7) on the side wall close to the right end, a plurality of limiting notches (15) are arranged on the side wall of the cylindrical shell (12) and cooperate with the piston (5), the driving friction mechanism (6) and the clutch hub A (11), the diameter of the cylindrical shell (12) at the mounting portion (14) is smaller than the diameter of the body of the cylindrical shell (12), and the hub positioning shaft (13) is provided with a working oil hole (16) connecting the working oil circuit (2) and the working chamber (9) and a lubricating oil hole (17) connecting the lubricating oil circuit (3) and the lubricating chamber (10).

3. The wet clutch assembly of claim 2, wherein: The notch width of the left end of the limiting notch (15) is greater than the notch width of the body of the limiting notch (15), and the limiting notch (15) extends to the position of the mounting portion (14).

4. The wet clutch assembly of claim 2, wherein: The clutch hub A (11) comprises a cover (18) with a longitudinal section size suitable for the cylindrical shell (12) and a hub output shaft (19) penetrating through the middle of the cover (18) and coaxial with the central axis of the input shaft (1), a plurality of positioning plates (20) are arranged on the outer periphery of the cover (18) and cooperate with the limiting notches (15), the hub output shaft (19) is welded on the cover (18) and is provided with a sleeving opening (21) cooperating with the input shaft (1) along the axial direction, the inner wall of the sleeving opening (21) at the left end of the hub output shaft (19) is provided with an internal spline (22) matched with the spline sleeve transmission shaft, and the left and right sides of the internal spline (22) are respectively provided with a limiting groove (23) and a tool withdrawal groove (24).

5. The wet clutch assembly of claim 1, wherein: The piston (5) is sleeved on the hub positioning shaft (13) in the clutch hub B (4), an O-shaped sealing ring (25) is arranged on the body of the hub positioning shaft (13) near the left end face of the clutch hub B (4), and a D-shaped sealing ring (26) is arranged on the right end side of the piston (5), and the O-shaped sealing ring (25) is located at the left side of the working oil hole (16).

6. The wet clutch assembly of claim 1, wherein: The driving friction mechanism (6) comprises a synchronous spline wheel (27) connected with the input shaft (1) by spline, a plurality of synchronous steel plates (28) coaxial with the input shaft (1) and arranged in a staggered manner, and a synchronous double-sided friction plate (29), the synchronous double-sided friction plate (29) is mounted on the synchronous spline wheel (27) by inner teeth and rotates coaxially with the synchronous spline wheel (27), the synchronous steel plate (28) is sleeved on the synchronous spline wheel (27) and is mounted at the limiting gap (15) of the clutch hub B (4) on the left side of the piston (5), and a plurality of lubricating oil guide ports (31) are arranged on the synchronous spline wheel (27) and communicate with the inner cavity of the synchronous spline wheel (27).

7. The wet clutch assembly of claim 1, wherein: The brake friction mechanism (7) comprises a plurality of brake steel sheets (32) arranged in a staggered manner and mounted at the right end mounting portion (14) of the clutch hub B (4), and a brake double-sided friction plate (33), the brake steel sheet (32) at the left end of the brake friction mechanism (7) is matched with the piston (5), and the brake steel sheet (32) and the brake double-sided friction plate (33) can move in the axial direction, and the clutch hub body on the right side of the brake friction mechanism (7) is provided with an axle flattened steel wire retainer (34).

8. The wet clutch assembly of claim 1, wherein: The reset spring (8) is arranged on the hub positioning shaft (13) on the left side of the piston (5), the right end of the reset spring (8) abuts against the left side wall of the piston (5), the hub positioning shaft (13) on the right side of the reset spring (8) is provided with a spring baffle (35) matched with the reset spring (8) and a second axle elastic retainer (36).

9. The wet clutch assembly of claim 6, wherein: The synchronous spline wheel (27) is provided with a thrust needle bearing (37) coaxial with the synchronous spline wheel (27), and the thrust needle bearing (37) abuts against the left end of the hub positioning shaft (13), and the input shaft (1) is provided with a first axle elastic retainer (38) on the left and right sides of the synchronous spline wheel (27) connection part.

10. The wet clutch assembly of claim 1, wherein: The input shaft (1) on the right side of the clutch hub B (4) is provided with a deep groove ball bearing (39), the input shaft (1) on the right side of the deep groove ball bearing (39) is provided with a third axle elastic retainer (40) matched with the deep groove ball bearing (39), and the left end of the clutch hub B (4) is provided with a hole flattened steel wire retainer (41) for mounting the clutch hub A (11).

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