Reversing wet clutch

Abstract

The utility model relates to the technical field of clutch power transmission, and provides a reversing wet clutch. The clutch comprises an input shaft and a connecting blocking table on the side wall of the input shaft, and an annular baffle is arranged in a clutch hub body and divides the interior into a left cavity and a right cavity. A clutch mechanism is arranged in each cavity and connected with a driving gear on the input shaft. The left clutch mechanism is responsible for power combination and separation of the left cavity and the driving gear, and the right clutch mechanism is responsible for the right cavity. By means of the design, the forward gear and the reverse gear can be rapidly and stably switched under the condition that power transmission is not interrupted. Different from traditional mechanical gear shifting which needs stopping to interrupt power, the structure achieves independent control and switching of power, and improves continuity and efficiency of operation of the tractor. In addition, the control logic of the transmission system is simplified through the independent clutch mechanism, and the operation complexity and the working intensity of a driver are reduced.

Description

Technical Field

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

[0002] In agricultural production, tractors, as core power machinery, are involved in many key operations such as tilling, sowing, and harvesting through the switching of forward and reverse gears.

[0003] Currently, tractors use a mechanical shifting system. When a tractor needs to shift from forward to reverse, or vice versa, the existing mechanical shifting mechanism requires the driver to first bring the vehicle to a complete stop. During this process, the driver must precisely depress the clutch pedal inside the vehicle to interrupt the engine's power output before the shift can be performed. This makes the entire process extremely cumbersome, and each shift inevitably causes an interruption in power transmission. In actual farmland operations, the negative impact of this power interruption is particularly pronounced. Taking tillage as an example, after completing one row of tillage, the tractor needs to shift to reverse to return to the starting position in order to begin the next row. During this process, the stopping and power interruption caused by mechanical shifting frequently disrupts the tillage process. This not only severely slows down tillage efficiency, resulting in a significant reduction in the tilled area per unit time, but also has a chain reaction on the entire agricultural schedule, ultimately affecting the crop growth cycle and yield.

[0004] From the perspective of driver experience and safety, the switching between forward and reverse gears in mechanical shifting mode places extremely high demands on the driver's skill and precision. Drivers must simultaneously and precisely control multiple key components such as the clutch, gearshift lever, and accelerator, making the operation process complex. Even slight deviations in timing at each stage can prevent successful gear shifting and potentially damage the vehicle's transmission system. In confined spaces like orchards and greenhouses, or in complex terrain such as mountains and hills, drivers face even greater challenges. Due to limited working space and varied terrain, drivers must maintain high concentration at all times, frequently dealing with complex gear shifting operations, which undoubtedly increases their workload significantly. Prolonged exposure to this high-intensity, high-pressure operating state easily leads to physical and mental fatigue. Fatigue driving not only reduces the accuracy of gear shifting, causing frequent gear jams and errors, but also poses a serious threat to the driver's personal safety and the infrastructure around the farmland. Utility Model Content

[0005] The purpose of this invention is to provide a reversing wet clutch that can quickly and smoothly switch between forward and reverse gears without interrupting power, addressing the above-mentioned problems.

[0006] To achieve the above objectives, this utility model discloses a reversing wet clutch, including an input shaft and a connecting baffle mounted on the side wall of the input shaft. Its structural feature is that a clutch hub is mounted on the connecting baffle of the input shaft. An annular baffle connected to the connecting baffle is mounted on the inner wall of the inner ring of the clutch hub. The annular baffle, connected to the connecting baffle, divides the clutch hub into a left chamber and a right chamber. A left clutch mechanism and a right clutch mechanism are respectively mounted in the left and right chambers along the vertical plane where the annular baffle and the connecting baffle are located. A first drive gear and a second drive gear are respectively mounted on the input shaft on the left and right sides of the clutch hub. The first drive gear has its right end extending into the left chamber and connecting to the left clutch mechanism, and the second drive gear has its left end extending into the right chamber and connecting to the right clutch mechanism. The left clutch mechanism is used for the power engagement and disengagement of the first drive gear and the clutch hub, and the right clutch mechanism is used for the power engagement and disengagement of the first drive gear and the clutch hub. A boss is provided on the outer edge of the connecting baffle, and the boss is located near the side wall of the connecting baffle and is provided on the outer edge of the ring. A welding groove adapted to the boss is provided on the inner edge of the ring baffle. After the boss and the welding groove are engaged, they are fixed by electron beam or laser welding.

[0007] By adopting the above structure, the clutch hub is divided into left and right chambers by connecting the annular baffle and the connecting platform, and left and right clutch mechanisms are respectively set up. This allows the reversing wet clutch to achieve independent control and switching of power. Unlike traditional mechanical gear shifting, which requires stopping and interrupting power, this structure can control the engagement or disengagement of power between the clutch mechanism and the drive gear in the left and right chambers respectively. This allows for flexible switching between forward and reverse gears without interrupting power transmission, greatly improving the continuity and efficiency of tractor operation and avoiding the impact of gear shifting stops on work progress. At the same time, the independent clutch mechanism simplifies the control logic of the overall transmission system, reduces the operator's operational complexity, and reduces workload. The annular baffle is located in the middle and is welded by electron beam or laser. This welding method is strong and reliable, effectively ensuring the sealing of the connection between the annular baffle and the connecting platform, preventing oil leakage between the left and right chambers, and thus ensuring the independence and stability of the left and right clutch mechanisms.

[0008] Preferably, the clutch hub has a cylindrical structure, with its central axis aligned horizontally with the central axis of the input shaft. The annular baffle is vertically positioned at the center of the clutch hub. Multiple limiting notches are spaced apart on the outer wall of the upper ring of the hub on both sides of the annular baffle. The inner edge of the annular baffle is welded to the outer edge of the connecting platform using electron beam or laser welding. By adopting a cylindrical structure and aligning the central axis of the clutch hub with the central axis of the input shaft, the concentricity and stability of the entire device during operation are ensured. The limiting notches on the outer wall of the upper ring of the hub can be used to install other auxiliary components or for positioning, enhancing the versatility and expandability of the entire device.

[0009] Preferably, the left clutch mechanism includes a first piston mounted on the input shaft and located in the left chamber of the clutch hub. A first return spring is provided on the input shaft to the left of the first piston to provide a rightward thrust to the piston. It also includes a first drive friction mechanism mounted on the right end of the first drive gear, with the right end face of the first drive friction mechanism abutting the left end face of the first piston. Through the cooperation of the first piston and the first return spring in the left clutch mechanism, the engagement and disengagement of the first synchronous steel plate and the first synchronous double-sided friction plates in the first drive friction mechanism can be precisely controlled. When power needs to be engaged, hydraulic pressure pushes the first piston to the left, causing the first piston to compress the first drive friction mechanism, thus transmitting power. When power needs to be disengaged, the first return spring pushes the first piston back to its original position, cutting off power. This structural design provides a rapid response and enables quick and smooth power switching. Compared to the manual operation of traditional mechanical gear shifting, it greatly improves the timeliness and accuracy of gear shifting, reduces power interruption time, and increases operating efficiency. Furthermore, the first drive friction mechanism's contact with the first piston simplifies the power transmission path and improves transmission efficiency.

[0010] Preferably, a first working chamber is provided in the left cavity on the right side of the first piston, and a first lubrication chamber is provided in the left cavity on the left side of the first piston to provide lubrication for the first return spring and the driving friction mechanism. By providing the first working chamber and the first lubrication chamber in the left cavity respectively, a reasonable division between the working area and the lubrication area is achieved. The first working chamber provides working space for the movement of the first piston, ensuring the normal operation of the clutch mechanism; the first lubrication chamber provides lubrication for the first return spring and the driving friction mechanism, reducing frictional wear between components and extending the service life of the components.

[0011] Preferably, the first driving friction mechanism includes multiple first synchronous steel plates coaxial with and staggered with the input shaft, and first synchronous double-sided friction plates. It also includes a first friction pair baffle mounted on the left end of the clutch hub and coaxial with the input shaft. The first synchronous double-sided friction plates are mounted on the right end body of the first driving gear via internal teeth. The first synchronous steel plates and the first friction pair baffle are fitted onto the right end body of the first driving gear. Multiple protrusions are spaced apart along the outer edge of the upper ring of the first synchronous steel plates and the first friction pair baffle. The first synchronous steel plates and the first friction pair baffle rotate synchronously with the input shaft. The staggered arrangement of the first synchronous steel plates and the first synchronous double-sided friction plates in the first driving friction mechanism increases the friction area, improving the reliability and stability of power transmission. The first synchronous double-sided friction plates mounted on the first driving gear via internal teeth, and the first synchronous steel plates fitted onto the first friction pair baffle and rotating synchronously, ensure that all components can work together and accurately transmit power during power transmission. The protrusions along the outer edge of the upper ring of the first synchronous steel plates and the first friction pair baffle can be engaged at the limiting notch and rotate synchronously with the clutch hub.

[0012] Preferably, the right clutch mechanism includes a second piston mounted on the input shaft and located in the right chamber of the clutch hub. A second return spring is provided on the input shaft to the right of the second piston to provide a leftward thrust to the piston. It also includes a second drive friction mechanism mounted on the left end of the second drive gear, with the left end face of the second drive friction mechanism abutting the right end face of the second piston. The structure of this right clutch mechanism is similar to that of the left clutch mechanism. The cooperation between the second piston and the second return spring allows for precise control of the engagement and disengagement of the second synchronous steel plate and the second synchronous double-sided friction plates in the second drive friction mechanism, thereby controlling the power engagement and disengagement of the second drive gear and the clutch hub. It also features rapid response and smooth shifting, and can efficiently complete power switching operations in the opposite direction to the left clutch mechanism without interrupting power. This further improves the power control function of the reversing wet clutch when switching between forward and reverse gears, enhancing the flexibility and efficiency of tractor operation.

[0013] Preferably, a second working chamber is provided in the right chamber on the left side of the second piston, and a second lubrication chamber is provided in the right chamber on the right side of the second piston to provide lubrication for the second return spring and the driving friction mechanism. The second working chamber and the second lubrication chamber in the right chambers effectively separate the working and lubrication functions. The second working chamber ensures the normal operation of the second piston, while the second lubrication chamber provides lubrication for the second return spring and the second driving friction mechanism, reducing component wear, improving the working stability and reliability of the right clutch mechanism, and extending the service life of the components.

[0014] Preferably, the second drive friction mechanism includes multiple second synchronous steel plates coaxial with and staggered with the input shaft, and second synchronous double-sided friction plates. It also includes a second friction pair baffle mounted on the left end of the clutch hub and coaxial with the input shaft. The second synchronous double-sided friction plates are mounted on the left end body of the second drive gear via internal teeth. The second synchronous steel plates and the second friction pair baffle are fitted onto the left end body of the second drive gear. Multiple protrusions are spaced apart along the outer edge of the upper ring of the second synchronous steel plates and the second friction pair baffle. The second synchronous steel plates and the second friction pair baffle rotate synchronously with the input shaft. The staggered arrangement of the second synchronous steel plates and the second synchronous double-sided friction plates in the second drive friction mechanism, along with their cooperation with the second friction pair baffle, increases the friction and stability of power transmission. The second synchronous double-sided friction plates mounted on the second drive gear via internal teeth, and the synchronously rotating second synchronous steel plates, ensure the accuracy and efficiency of power transmission. The protrusions on the outer edge of the upper ring of the second synchronous steel plates and the second friction pair baffle can be engaged at the limiting notch and rotate synchronously with the clutch hub.

[0015] Preferably, the input shaft is provided with a first working oil passage, a second working oil passage, and a lubrication oil passage arranged along the axial direction of the input shaft. The first working oil passage, the second working oil passage, and the lubrication oil passage provided in the input shaft provide a stable hydraulic power source for the operation of the left and right clutch mechanisms and ensure the lubrication requirements of each component.

[0016] Preferably, the first drive gear includes a first external gear and a first spline sleeve fixed to the right end of the first external gear. The first spline sleeve extends axially into the left chamber and connects to the left clutch mechanism. The second drive gear includes a second external gear and a second spline sleeve and a power output sleeve respectively fixed to the left and right end faces of the second external gear. The first and second spline sleeves are each provided with multiple lubricating oil guide holes. By adopting a split structure for the first and second drive gears—for example, the first drive gear consists of the first external gear and the first spline sleeve, and the second drive gear consists of the second external gear, the second spline sleeve, and the power output sleeve—this structural design facilitates installation and maintenance, and improves the versatility and replaceability of the gears. The lubricating oil guide holes on the two spline sleeves can more accurately deliver lubricating oil to the parts requiring lubrication, further improving the lubrication effect and reducing wear during gear transmission.

[0017] In summary, the beneficial effects of this utility model are as follows: This utility model can quickly and smoothly complete the switching between forward and reverse gears without interrupting power. By dividing the clutch hub into left and right chambers by connecting the annular baffle and the connecting platform, and setting left and right clutch mechanisms respectively, the reversing wet clutch can achieve independent control and switching of power. This structure is different from the traditional mechanical gear shifting which requires stopping and interrupting power. This structure can control the power engagement or disengagement of the clutch mechanism and drive gear in the left and right chambers respectively, thereby flexibly realizing the switching between forward and reverse gears without interrupting power transmission. This greatly improves the continuity and efficiency of tractor operation and avoids the impact of gear shifting stop on the work progress. At the same time, the independent clutch mechanism simplifies the control logic of the overall transmission system, reduces the operational complexity of the driver, and reduces the workload. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0019] Figure 2 This is an exploded view of the present invention;

[0020] Figure 3 This is a schematic diagram of the structure in another embodiment of the present invention, showing the cooperation between the boss and the welding groove;

[0021] Figure 4 This is a schematic diagram of the structure of the first working oil circuit and the first working chamber in this utility model;

[0022] Figure 5 This is a schematic diagram of the structure of the second working oil circuit and the second working chamber in this utility model.

[0023] In the diagram: 1. Input shaft; 2. Connecting stop; 3. Clutch hub; 4. Annular baffle; 5. Left chamber; 6. Right chamber; 7. Left clutch mechanism; 8. Right clutch mechanism; 9. First drive gear; 10. Second drive gear; 11. Limiting notch; 12. Boss; 13. Welding groove; 14. First piston; 15. First return spring; 16. First drive friction mechanism; 17. First working chamber; 18. First lubrication chamber; 19. First synchronizing steel plate; 20. First synchronizing double-sided friction plate; 21. First friction pair baffle; 22. Second piston; 23. Second return spring; 24. 25. Second working chamber; 26. Second lubrication chamber; 27. Second synchronous steel plate; 28. Second synchronous double-sided friction plate; 29. ​​Second friction pair baffle; 20. First working oil circuit; 31. Second working oil circuit; 32. Lubricating oil circuit; 33. First external gear; 34. First spline sleeve; 35. Second external gear; 36. Second spline sleeve; 37. Power output sleeve; 38. Lubricating oil guide hole; 39. First bushing; 40. First limit baffle; 41. Second bushing; 42. Second limit baffle; 43. First spring baffle; 44. First shaft spring retaining ring; 55. First O 45. First outer circle seal ring; 46. First hole flattened steel wire retaining ring; 47. Second spring retaining plate; 48. Second shaft spring retaining ring; 49. Second O-ring; 50. Second outer circle seal ring; 51. Second hole flattened steel wire retaining ring. Detailed Implementation

[0024] The specific embodiments of this utility model will be further described in 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 the scope of this utility model.

[0025] 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.

[0026] 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.

[0027] The following is a description of preferred embodiments of the present invention in conjunction with the accompanying drawings.

[0028] like Figure 1 and Figure 2 As shown, this utility model includes an input shaft 1 and a connecting baffle 2 disposed on the side wall of the input shaft 1. A clutch hub 3 is disposed on the connecting baffle 2 of the input shaft 1. In the design, an annular baffle 4 is disposed on the inner wall of the inner ring of the clutch hub 3 and connected to the connecting baffle 2. The annular baffle 4 is connected to the connecting baffle 2 to divide the clutch hub 3 into a left chamber 5 and a right chamber 6. In the manufacturing process, the clutch hub 3 is a cylindrical structure, and the central axis of the clutch hub 3 is located on the same horizontal straight line as the central axis of the input shaft 1. In this way, by adopting a cylindrical structure for the clutch hub 3 and coinciding with the central axis of the input shaft 1, the operation of the entire device is guaranteed. The annular baffle 4 is vertically positioned at the center of the clutch hub 3. The inner edge of the annular baffle 4 is welded to the outer edge of the connecting baffle 2 using electron beam or laser welding. This welding method is strong and reliable, effectively ensuring the sealing of the connection between the annular baffle 4 and the connecting baffle 2, preventing oil leakage between the left and right chambers 6, and thus ensuring the independence and stability of the left and right clutch mechanisms 8. The outer wall of the hub on both sides of the annular baffle 4 is provided with multiple limiting notches 11 at intervals. These limiting notches 11 can be used to install other auxiliary components or to play a positioning role, enhancing the versatility and expandability of the entire device. Of course, in order to improve the connection strength between the annular baffle 4 and the connecting baffle 2, a boss 12 can be provided on the outer edge of the connecting baffle 2, as shown in Figure 3. The boss 12 is located near the left or right side wall of the connecting baffle 2 and is provided on the outer edge of the ring. Meanwhile, a welding groove 13 adapted to the boss 12 is provided on the inner edge of the annular baffle 4. This increases the welding area and makes the connection between the clutch hub 3 and the connecting baffle 2 more stable and less prone to cracking.

[0029] like Figure 1 and Figure 2As shown, a left clutch mechanism 7 and a right clutch mechanism 8 are respectively arranged in the left chamber 5 and the right chamber 6 along the vertical plane where the annular baffle 4 and the connecting baffle 2 are located. A first drive gear 9 and a second drive gear 10 are respectively mounted on the input shaft 1 on the left and right sides of the clutch hub 3. The right end of the first drive gear 9 extends into the left chamber 5 and connects to the left clutch mechanism 7, and the left end of the second drive gear 10 extends into the right chamber 6 and connects to the right clutch mechanism 8. The left clutch mechanism 7 is used for the power engagement and disengagement of the first drive gear 9 and the clutch hub 3, and the right clutch mechanism 8 is used for the power engagement and disengagement of the first drive gear 9 and the clutch hub 3. In terms of power engagement and disengagement, the first drive gear 9 mentioned above includes a first external gear 32 and a first spline sleeve 33 fixed to the right end of the first external gear 32. The first spline sleeve 33 extends axially into the left chamber 5 and is connected to the left clutch mechanism 7. The second drive gear 10 includes a second external gear 34 and a second spline sleeve 35 and a power output sleeve 36 respectively fixed to the left and right end faces of the second external gear 34. The inner wall of the power output sleeve 36 is provided with splines. The first spline sleeve 33 and the second spline sleeve 35 are respectively provided with multiple lubricating oil guide holes 37.

[0030] In this configuration, the inner diameter of the first spline sleeve 33 is larger than the diameter of the mounting hole of the first external gear 32, and their central axes are on the same horizontal line. The diameter of the first external gear 32 is larger than the outer diameter of the first spline sleeve 33, and the right end face of the first external gear 32 is close to the left end of the clutch hub 3. The outer wall of the first spline sleeve 33 is provided with splines, and its body extends into the left chamber 5. Similarly, the inner diameter of the second spline sleeve 35 is larger than the diameter of the mounting hole of the second external gear 34, and their central axes are on the same horizontal line. The diameter of the second external gear 34 is larger than the outer diameter of the second spline sleeve 35, and the left end face of the second external gear 34 is close to the clutch. At the right end of the hub body 3, the outer wall of the second spline sleeve 35 is provided with splines and the body extends into the right chamber 6. During installation, a first bushing 38 is provided in the mounting hole of the first external gear 32 and sleeved on the input shaft 1. The input shaft 1 on the left and right sides of the mounting hole of the first external gear 32 is provided with a first limiting baffle 39 for positioning the first external gear 32. Similarly, a second bushing 40 is provided in the mounting hole of the second external gear 34 and sleeved on the input shaft 1. A second limiting baffle 41 for limiting the second external gear 34 is provided on the input shaft 1 on the left side of the mounting hole of the second external gear 34 and located in the second spline sleeve 35.

[0031] like Figure 1 and Figure 2As shown, the aforementioned left clutch mechanism 7 includes a first piston 14 mounted on the input shaft 1 and located in the left chamber 5 of the clutch hub 3. A first return spring 15, which provides a rightward thrust to the piston, is mounted on the input shaft 1 to the left of the first piston 14. It also includes a first drive friction mechanism 16 mounted on the first spline sleeve 33. In the design, one end of the first return spring 15 abuts against the left end face of the first piston 14, and the other end is located inside the first spline sleeve 33 and is mounted on the input shaft 1 through cooperation with a first spring baffle 42 and a first shaft spring retainer 43. The right end face of the first piston 14 is... A recessed groove is provided, thereby forming a first working chamber 17 between the connecting baffle 2 and the annular baffle 4. To ensure the sealing of the first working chamber 17, a first O-ring 44 is provided on the input shaft 1 on the left side of the right end face of the first piston 14, and a first outer circular sealing ring 45 is also fitted on the outer wall of the first piston 14 near the right end face. The left chamber 5 on the left side of the first piston 14 is provided with a first lubrication chamber 18 to provide lubrication for the first return spring 15 and the first drive friction mechanism 16. The lubricating oil in the first lubrication chamber 18 is applied to the first drive friction mechanism 16 through the lubricating oil guide hole 37 in the first spline sleeve 33.

[0032] like Figure 1 and Figure 2As shown, the right end face of the aforementioned first driving friction mechanism 16 is attached to the left end face of the first piston 14. In its design, the first driving friction mechanism 16 includes multiple first synchronous steel plates 19 arranged coaxially and alternately with the input shaft 1, and first synchronous double-sided friction plates 20. It also includes a first friction pair baffle 21 installed at the left end of the clutch hub 3 and coaxial with the input shaft 1. The first synchronous double-sided friction plates 20 are mounted on the first spline sleeve 33 via internal teeth. The first synchronous steel plates 19 and the first friction pair baffle 21 are fitted onto the first spline sleeve 33. Multiple protrusions are spaced apart along the outer edges of the upper rings of the first synchronous steel plates 19 and the first friction pair baffle 21. These protrusions can be respectively engaged with the limiting notches 11 of the clutch hub 3, thereby enabling the first piston 14 to... A synchronous steel plate 19 and a first friction pair baffle 21 rotate synchronously with the input shaft 1. In the design, the right side of the first drive friction mechanism 16 is the first synchronous steel plate 19 attached to the left side wall of the first piston 14, while the left side of the first friction pair baffle 21 is installed in the clutch hub 3 through the first hole using a flattened steel wire retaining ring 46. Usually, a return rubber rod is also provided on the protrusion of the first synchronous steel plate 19 to support the two adjacent first synchronous steel plates 19. In this way, through the cooperation of the first piston 14 and the first return spring 15 in the left clutch mechanism 7, and by injecting and releasing pressure oil into the first working chamber 17, the contact and separation of the first synchronous steel plate 19 and the first synchronous double-sided friction plate 20 in the first drive friction mechanism 16 can be precisely controlled. When power is needed, hydraulic pressure pushes the first piston 14 to the left, causing it to press against the first drive friction mechanism 16, thus enabling power transmission between the clutch hub 3 and the first drive gear 9. When power needs to be disengaged, the first return spring 15 pushes the first piston 14 back to its original position, cutting off power transmission between the clutch hub 3 and the first drive gear 9. This structural design offers rapid response and enables quick and smooth power switching. Compared to the manual operation of traditional mechanical gear shifting, it significantly improves the timeliness and accuracy of gear shifting, reduces power interruption time, and enhances operational efficiency. Furthermore, the first drive friction mechanism 16, which engages with the first piston 14, simplifies the power transmission path and improves transmission efficiency.

[0033] Similarly, the aforementioned right clutch mechanism 8 includes a second piston 22 mounted on the input shaft 1 and located in the left chamber 5 of the clutch hub 3. A second return spring 23, providing a leftward thrust to the second piston 22, is mounted on the input shaft 1 to the left of the second piston 22. It also includes a second drive friction mechanism mounted on the second spline sleeve 35. In this design, one end of the second return spring 23 abuts against the right end face of the second piston 22, and the other end is located inside the second spline sleeve 35 and engages with a second spring baffle 47 and a second shaft spring retainer 48 mounted on the input shaft 1, thereby mounting the second piston 22 on the input shaft 1. A concave groove is provided on the left end face, thereby forming a second working chamber 24 between the connecting baffle 2 and the annular baffle 4. In order to ensure the sealing of the second working chamber 24, a second O-ring 49 is provided on the input shaft 1 on the right side of the left end face of the second piston 22, and a second outer circular sealing ring 50 is also fitted on the outer wall of the second piston 22 near the left end face. The right chamber 6 on the right side of the second piston 22 is provided with a second lubrication chamber 25 to provide lubrication for the second return spring 23 and the second drive friction mechanism. The lubricating oil in the second lubrication chamber 25 is applied to the second drive friction mechanism through the lubricating oil guide hole 37 in the second spline sleeve 35.

[0034] The left end face of the aforementioned second driving friction mechanism is attached to the right end face of the second piston 22. In its design, the second driving friction mechanism includes multiple second synchronous steel plates 26 arranged coaxially and alternately with the input shaft 1, and second synchronous double-sided friction plates 27. It also includes a second friction pair baffle 28 installed at the right end of the clutch hub 3 and coaxial with the input shaft 1. The second synchronous double-sided friction plates 27 are mounted on the second spline sleeve 35 via internal teeth. The second synchronous steel plates 26 and the second friction pair baffle 28 are fitted onto the second spline sleeve 35. Multiple protrusions are spaced apart along the outer edges of the upper rings of the second synchronous steel plates 26 and the second friction pair baffle 28. These protrusions can be respectively engaged with the limiting notches 11 of the clutch hub 3, thereby enabling the second… The synchronous steel plate 26 and the second friction pair baffle 28 rotate synchronously with the input shaft 1. In the design, the second synchronous steel plate 26 on the left side of the second driving friction mechanism is attached to the right side wall of the second piston 22, while the second friction pair baffle 28 on the right side is installed in the clutch hub 3 through the second hole with a flattened steel wire retaining ring 51. Usually, a return rubber rod for supporting the two adjacent second synchronous steel plates 26 is also provided on the protrusion of the second synchronous steel plate 26. In this way, through the cooperation of the second piston 22 and the second return spring 23 in the right clutch mechanism 8, and by injecting and releasing pressure oil into the second working chamber 24, the attachment and separation of the second synchronous steel plate 26 and the second synchronous double-sided friction plate 27 in the second driving friction mechanism can be precisely controlled. When power needs to be engaged, the hydraulic pressure pushes the second piston 22 to the right, causing the second piston 22 to squeeze the second drive friction mechanism, thereby realizing the power transmission between the clutch hub 3 and the second drive gear 10; when power needs to be disengaged, the second return spring 23 pushes the second piston 22 back to its original position, thereby cutting off the power transmission between the clutch hub 3 and the second drive gear 10.

[0035] like Figure 1 , Figure 4 as well as Figure 5 As shown, the input shaft 1 is provided with a first working oil passage 29, a second working oil passage 30, and a lubrication oil passage 31 arranged along the axial direction of the input shaft 1. The first working oil passage 29 is connected to the first working chamber 17 in the left chamber 5, and the second working oil passage 30 is connected to the second working chamber 24 in the right chamber 6. The oil outlet of the lubrication oil passage 31 is connected to the first lubrication chamber 18 in the left chamber 5 and the second lubrication chamber 25 in the right chamber 6. In this way, the first working oil passage 29, the second working oil passage 30, and the lubrication oil passage 31 provided in the input shaft 1 provide a stable hydraulic power source for the operation of the left and right clutch mechanisms 8, and can also effectively ensure the lubrication needs of each component.

[0036] 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 reversing wet clutch, comprising an input shaft (1) and a connecting baffle (2) disposed on the side wall of the input shaft (1), characterized in that: A clutch hub (3) is provided on the connecting platform (2) of the input shaft (1). An annular baffle (4) connected to the connecting platform (2) is provided on the inner wall of the inner ring of the clutch hub (3). The annular baffle (4) is connected to the connecting platform (2) to divide the clutch hub (3) into a left chamber (5) and a right chamber (6). A left clutch mechanism (7) and a right clutch mechanism (8) are respectively provided in the left chamber (5) and the right chamber (6) along the vertical plane where the annular baffle (4) and the connecting platform (2) are located. A first drive gear (9) and a second drive gear (10) are respectively provided on the input shaft (1) on the left and right sides of the clutch hub (3). The right end of the first drive gear (9) extends into the left chamber (5). The left clutch mechanism (7) is connected to the left end of the second drive gear (10), which extends into the right chamber (6) and is connected to the right clutch mechanism (8). The left clutch mechanism (7) is used for the power engagement and disengagement of the first drive gear (9) and the clutch hub (3). The right clutch mechanism (8) is used for the power engagement and disengagement of the first drive gear (9) and the clutch hub (3). A boss (12) is provided on the outer edge of the connecting baffle (2). The boss (12) is located near the side wall of the connecting baffle (2) and is provided on the outer edge of the ring. A welding groove (13) is provided on the inner edge of the ring baffle (4) that is compatible with the boss (12). After the boss (12) and the welding groove (13) are engaged, they are fixed by electron beam or laser welding.

2. The reversing wet clutch as described in claim 1, characterized in that: The clutch hub (3) is a cylindrical structure. The central axis of the clutch hub (3) and the central axis of the input shaft (1) are on the same horizontal straight line. The annular baffle (4) is set in the middle of the clutch hub (3) in the vertical direction. The outer wall of the upper ring of the hub on the left and right sides of the annular baffle (4) is provided with multiple limiting notches (11) at intervals.

3. The reversing wet clutch as described in claim 1, characterized in that: The left clutch mechanism (7) includes a first piston (14) mounted on the input shaft (1) and located in the left chamber (5) of the clutch hub (3). A first return spring (15) is provided on the input shaft (1) to the left of the first piston (14) to provide a rightward thrust to the piston. It also includes a first drive friction mechanism (16) mounted on the right end body of the first drive gear (9). The right end face of the first drive friction mechanism (16) is attached to the left end face of the first piston (14).

4. The reversing wet clutch as described in claim 3, characterized in that: The left chamber (5) on the right side of the first piston (14) is provided with a first working chamber (17), and the left chamber (5) on the left side of the first piston (14) is provided with a first lubrication chamber (18) to provide lubrication for the first reset spring (15) and the driving friction mechanism.

5. The reversing wet clutch as described in claim 3, characterized in that: The first driving friction mechanism (16) includes multiple first synchronous steel plates (19) arranged coaxially and interlaced with the input shaft (1) and first synchronous double-sided friction plates (20). It also includes a first friction pair baffle (21) installed on the left end of the clutch hub (3) and coaxial with the input shaft (1). The first synchronous double-sided friction plates (20) are mounted on the right end body of the first driving gear (9) through internal teeth. The first synchronous steel plates (19) and the first friction pair baffle (21) are fitted on the right end body of the first driving gear (9). Multiple protrusions are provided at intervals on the outer edge of the upper ring of the first synchronous steel plates (19) and the first friction pair baffle (21). The first synchronous steel plates (19), the first friction pair baffle (21) and the input shaft (1) rotate synchronously.

6. The reversing wet clutch as described in claim 1, characterized in that: The right clutch mechanism (8) includes a second piston (22) mounted on the input shaft (1) and located in the right chamber (6) of the clutch hub (3). A second return spring (23) is provided on the input shaft (1) to the right of the second piston (22) to provide a leftward thrust to the second piston (22). It also includes a second drive friction mechanism mounted on the left end body of the second drive gear (10). The left end face of the second drive friction mechanism is attached to the right end face of the second piston (22).

7. The reversing wet clutch as described in claim 6, characterized in that: The right chamber (6) on the left side of the second piston (22) is provided with a second working chamber (24), and the right chamber (6) on the right side of the second piston (22) is provided with a second lubrication chamber (25) to provide lubrication for the second reset spring (23) and the driving friction mechanism.

8. The reversing wet clutch as described in claim 6, characterized in that: The second driving friction mechanism includes multiple second synchronous steel plates (26) arranged coaxially and interlaced with the input shaft (1) and second synchronous double-sided friction plates (27). It also includes a second friction pair baffle (28) installed on the left end of the clutch hub (3) and coaxial with the input shaft (1). The second synchronous double-sided friction plates (27) are mounted on the left end body of the second driving gear (10) through internal teeth. The second synchronous steel plate (26) and the second friction pair baffle (28) are fitted on the left end body of the second driving gear (10). Multiple protrusions are provided at intervals on the outer edge of the upper ring of the second synchronous steel plate (26) and the second friction pair baffle (28). The second synchronous steel plate (26), the second friction pair baffle (28) and the input shaft (1) rotate synchronously.

9. The reversing wet clutch as described in claim 1, characterized in that: The input shaft (1) is provided with a first working oil passage (29), a second working oil passage (30) and a lubricating oil passage (31) arranged along the axial direction of the input shaft (1).

10. The reversing wet clutch as described in claim 1, characterized in that: The first drive gear (9) includes a first external gear (32) and a first spline sleeve (33) fixed to the right end of the first external gear (32). The first spline sleeve (33) extends axially into the left chamber (5) and is connected to the left clutch mechanism (7). The second drive gear (10) includes a second external gear (34) and a second spline sleeve (35) and a power output sleeve (36) fixed to the left and right end faces of the second external gear (34), respectively. The first spline sleeve (33) and the second spline sleeve (35) are respectively provided with a plurality of lubricating oil guide holes (37).

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