Clutch and automobile

Abstract

The application provides a clutch and a car, comprising an input shaft, a direct drive gear sleeved on the input shaft, an inner hub and an outer hub sleeved on the inner hub. Moreover, the sleeved outer hub and inner hub are arranged between the direct drive gear and the driving gear of the input shaft, forming a first accommodating area accommodating a plurality of pairs of plates, wave springs and friction plates. The wave spring between the adjacent pairs of plates is switched from the relaxed state to the compressed state by the piston pushing the pairs of plates. Therefore, the wave spring can control the distance between the pairs of plates, so that the accommodation of the lubricating oil between the adjacent pairs of plates is consistent, and the discharge or entry of the lubricating oil between the pairs of plates is consistent and uniform, so that the clutch of the application can reduce the drag torque, and the problem of large drag torque of the wet clutch can be solved, so as to improve the power output and energy saving effect.

Description

Technical Field

[0001] This application relates to the field of transmission technology, specifically to a clutch and an automobile. Background Technology

[0002] With the rapid development of new energy vehicles, in order to meet the needs of high efficiency, energy saving and sufficient power, the P1+P3 architecture is being used more and more widely in the transmission of new energy vehicles. The P1 motor and P3 motor work together to achieve efficient power output and energy saving. In order to realize the direct drive function of the engine and match this power architecture, a wet clutch is usually added to the engine input shaft. However, the current wet clutch faces the problem of excessive drag torque, which affects the output and energy saving of the vehicle. Therefore, it is urgent to develop a wet clutch with smaller drag torque to improve power output and energy saving. Utility Model Content

[0003] This application provides a clutch and an automobile that improves the efficiency of oil discharge or entry into the clutch by improving the spacing relationship between the mating plates and friction plates, thereby solving the problem of excessive drag torque in wet clutches.

[0004] This application provides a clutch, including an input shaft, a direct drive gear sleeved on the input shaft, an inner hub, and an outer hub sleeved on the inner hub; the inner hub is connected to the inner side of the direct drive gear, and the outer hub is connected to a drive gear on the input shaft;

[0005] A first receiving area is formed between the outer hub and the inner hub;

[0006] The clutch also includes:

[0007] A piston and a plurality of mating plates arranged axially within the first receiving area are provided. A wave spring and a friction plate are installed between two adjacent mating plates, and the wave spring is arranged around the outside of the friction plate. The piston is connected to the mating plate away from the direct drive gear.

[0008] The piston drives the mating plate to move axially toward the side closer to the direct drive gear until both sides of the friction plate abut against the surfaces of two adjacent mating plates respectively, and the distance between any two adjacent mating plates is the thickness of the friction plate;

[0009] The piston resets, and the wave spring drives the mating plate to move axially away from the direct drive gear to reset. The friction plate is in clearance fit with the two adjacent mating plates, and the distance between any two adjacent mating plates is the same.

[0010] In the above design, a first receiving area is formed between the outer and inner hubs. This first receiving area contains multiple mating plates, with wave springs and friction plates installed between adjacent mating plates. This sandwich-like structure ensures that the distance between adjacent mating plates remains consistent, thereby maintaining consistent cooling and lubricating oil distribution among the multiple mating plates. Simultaneously, this design allows the wave springs to have both compressed and relaxed states. When the piston pushes the mating plates to move, the wave springs switch from a compressed state to a relaxed state, allowing the cooling and lubricating oil between the mating plates to be smoothly discharged into the clutch.

[0011] In one embodiment, both the inner hub and the outer hub are sleeve structures, and the inner hub is sleeved inside the outer hub;

[0012] The inner surface of the outer hub is provided with a plurality of spaced toothed grooves, and each toothed groove is provided with a through first oil groove;

[0013] The outer surface of the inner hub is provided with a plurality of spaced first external teeth, and a through second oil groove is provided at the top of each first external tooth.

[0014] In the above scheme, the inner hub is fitted inside the outer hub, and each tooth groove on the inner surface of the outer hub is provided with a through first oil drain groove. The top of each first outer tooth on the outer surface of the inner hub is provided with a through second oil drain groove. Both are designed to have a large number of oil drain grooves based on ensuring their own structural strength. This scheme can maximize the expansion of the discharge channel of cooling lubricating oil in the clutch and improve the discharge or entry efficiency of cooling lubricating oil.

[0015] In one embodiment, the dual plate includes a dual end plate and a plurality of dual inner plates spaced apart; and the thickness of the dual end plate is greater than the thickness of the dual inner plates.

[0016] In the above scheme, the thickness of the paired end piece adjacent to the snap ring is greater than that of other paired inner pieces, which can withstand greater lateral pressure and has higher strength.

[0017] In one embodiment, the clutch further includes: a retaining ring disposed in the first receiving area, the retaining ring being located at one end of the mating end piece adjacent to the direct drive gear, the outer edge of the retaining ring engaging with the inner groove of the outer hub, and the retaining ring abutting against the mating end piece axially to restrict the axial movement of the mating end piece.

[0018] In the above scheme, the retaining ring is attached to the end of the mating end piece near the direct drive gear. This structural design can restrict the movement of multiple mating pieces, wave springs and friction plates in the first receiving area toward the direct drive gear. Moreover, the use of retaining rings in this structure can save installation space and simplify the installation structure.

[0019] In one embodiment, the outer edges of the dual end piece and the dual inner piece are each provided with a plurality of second external teeth, and the plurality of second external teeth are connected to the plurality of tooth grooves of the outer hub in a transmission connection.

[0020] The inner edge of the friction plate is provided with multiple internal teeth, and the multiple internal teeth are connected to the multiple first external teeth of the inner hub.

[0021] In the above scheme, the inner edge of the friction plate is provided with multiple internal teeth, which can transmit the torque from the input shaft to the dual end plate and the dual inner plate through the transmission connection between the internal teeth and the first external teeth of the inner hub. That is, the torque is transmitted to the second external teeth and tooth groove of the transmission connection, and then the torque is transmitted to the outer hub and the direct drive gear connected to the outer hub. This design scheme has high maturity and wide application, and has good practicality.

[0022] In one embodiment, the wave spring is drivenly connected to the side of the adjacent mating plate;

[0023] Along the radial direction of the friction plate, the wave spring is in clearance fit with the friction plate.

[0024] In the above scheme, the side of the wave spring abuts against the side of the two adjacent mating plates on the left and right, and the inner surface of the wave spring does not contact the outer surface of the friction plate. Therefore, the wave spring can rotate synchronously with the outer hub under the friction of the side of the adjacent mating plates without friction with the outer surface of the friction plate. This design scheme avoids wear of the wave spring caused by friction between the inner and outer surfaces.

[0025] In one embodiment, the clutch further includes an annular balance plate;

[0026] The balance plate and the piston form an annular second receiving area, and a plurality of springs are installed in the second receiving area, with the two ends of the springs respectively abutting against the balance plate and the piston;

[0027] The second accommodating area is closer to the input shaft than the first accommodating area.

[0028] In the above scheme, the balance plate and piston form an annular second receiving area, which, together with the drive gear on the input shaft, forms a hydraulic cylinder structure. The oil between the piston and the drive gear can push the piston to move towards the direct drive gear, while multiple springs abut against the balance plate at one end and push the piston back to its original position at the other end. Moreover, the first and second receiving areas are staggered between the drive gear and the direct drive gear. This design scheme makes full use of the limited space to arrange the hydraulic drive mechanism, making the hydraulic drive mechanism simple and practical.

[0029] In one embodiment, the piston abuts against and pushes the mating inner plate in the first receiving area to move toward the direct drive gear, and the mating inner plate pushes the wave spring and the friction plate to move.

[0030] The piston is reset, and the plurality of springs can push the piston to move away from the direct drive gear.

[0031] In the above scheme, the piston, under the action of hydraulic oil, pushes the mating inner plates to move towards the direct drive gear. During the movement, the mating inner plates push the wave springs and friction plates to move, thereby compressing the distance between adjacent mating plates, until the wave springs between adjacent mating plates are compressed, and the mating plates and friction plates abut against each other, forming a compressed state of the wave springs, that is, a state in which multiple mating plates and friction plates abut against each other and can transmit torque. Conversely, when the hydraulic oil depressurization piston returns to its original position, multiple springs rebound and push the piston towards the drive gear, thereby increasing the distance between adjacent mating plates, until the wave springs between the mating plates and friction plates relax, that is, forming a relaxed state of the wave springs. This design utilizes hydraulic pressure to press the friction plates and mating plates together to facilitate torque transmission. The wave springs positioned between the mating plates control the distance between them, ensuring that the distance between adjacent mating plates is consistent and uniform. This also results in a more uniform distribution of lubricating oil between the mating plates, leading to more even and consistent oil discharge and intake. Consequently, the clutch in this application has the capability to reduce drag torque. This design fully utilizes the wave springs positioned between the mating plates as deformable spacers to equidistantly isolate adjacent mating plates. This structure is simple, effective, cost-efficient, and easy to promote and apply.

[0032] In one embodiment, the input shaft is provided with a pressure oil passage extending from one end of the input shaft into the interior of the input shaft and bending radially through the surface of the input shaft; at least two of the pressure oil passages deliver oil and push the piston to move.

[0033] In the above scheme, the pressure oil circuit is set inside the input shaft. This design scheme makes full use of the internal space of the input shaft to accommodate the pressure oil circuit, making full use of the existing conditions without the need to add additional pipelines. This structure is simple and can efficiently transport hydraulic oil.

[0034] This application also provides a vehicle that includes the clutch described above.

[0035] The beneficial effects of adopting the above technical solution are:

[0036] This application provides a clutch and an automobile, including an input shaft, a direct-drive gear sleeved on the input shaft, an inner hub, and an outer hub sleeved on the inner hub. The outer and inner hubs are positioned between the direct-drive gear and the input shaft drive gear, forming a first receiving area that accommodates multiple mating plates, wave springs, and friction plates. By pushing the mating plates with a piston, the wave springs between adjacent mating plates switch from a relaxed state to a compressed state. Therefore, the wave springs can control the distance between the mating plates, ensuring that the distance between adjacent mating plates is consistent and uniform in both states. This results in consistent lubricant distribution between adjacent mating plates, allowing for more consistent and uniform lubricant discharge and intake. Consequently, the clutch of this application can reduce drag torque, solving the problem of excessive drag torque in wet clutches. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the clutch provided in this embodiment.

[0039] Figure 2 This is a schematic diagram of the disassembled structure of the clutch provided in this embodiment.

[0040] Figure 3 This is a schematic diagram of the cross-sectional structure of the clutch provided in this embodiment.

[0041] Figure 4 This is a schematic diagram of the structure of the outer hub of the clutch provided in this embodiment.

[0042] Figure 5 for Figure 3 A magnified view of a portion of region A shown.

[0043] Figure label:

[0044] 100-Clutch;

[0045] 1-Input axis;

[0046] 1a - Drive gear;

[0047] 1a1 - First annular groove; 1a2 - Second annular groove;

[0048] 1b - Pressure oil circuit;

[0049] 1c - Lubrication circuit;

[0050] 2-Direct drive gear;

[0051] 21-Mounting platform;

[0052] 3-Inner hub;

[0053] 31 - First external tooth;

[0054] 311 - Second oil tank;

[0055] 4-Outer hub;

[0056] 41-tooth groove;

[0057] 411 - Inner groove;

[0058] 42 - First row of oil tanks;

[0059] 43a - First containment area;

[0060] 43b - Second containment area;

[0061] 43c - High-pressure cylinder;

[0062] 5-Dual pieces;

[0063] 51-Dual endplate;

[0064] 52-Dual inner slice;

[0065] 53 - Second external tooth;

[0066] 6-Wave spring;

[0067] 7-Friction pad;

[0068] 71-Internal teeth;

[0069] 72-Friction sticker;

[0070] 8-Snap ring;

[0071] 9-Balance plate;

[0072] 10-Piston;

[0073] 11-Spring;

[0074] 111-Spring bracket. Detailed Implementation

[0075] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0076] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0077] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0078] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0079] To address the issue of excessive drag torque in wet clutches, this application provides a clutch 100. Figure 1 This is a schematic diagram of the clutch structure provided in this embodiment. Figure 2 This is a schematic diagram of the disassembled structure of the clutch provided in this embodiment. Figure 3 This is a schematic diagram of the cross-sectional structure of the clutch provided in this embodiment, as shown below. Figures 1-3 As shown, the clutch 100 includes an input shaft 1, a direct drive gear 2 sleeved on the input shaft 1, an inner hub 3, and an outer hub 4 sleeved on the inner hub 3. The inner hub 3 is connected to the inner side of the direct drive gear 2, and the outer hub 4 is connected to the drive gear 1a on the input shaft 1.

[0080] A first receiving area 43a is formed between the outer hub 4 and the inner hub 3.

[0081] The clutch 100 also includes:

[0082] The piston 10 and a plurality of mating plates 5 arranged axially in the first receiving area 43a are provided. A wave spring 6 and a friction plate 7 are installed between two adjacent mating plates 5, and the wave spring 6 is arranged around the outside of the friction plate 7. The piston 10 is connected to the mating plate 5 on the side away from the direct drive gear 2.

[0083] The piston 10 drives the mating plate 5 to move axially toward the side closer to the direct drive gear 2 until the two sides of the friction plate 7 respectively abut against the surfaces of two adjacent mating plates 5, and the distance between any two adjacent mating plates 5 is the thickness of the friction plate 7.

[0084] The piston 10 is reset, and the wave spring 6 drives the mating plate 5 to move axially away from the direct drive gear 2 to reset. The friction plate 7 is in clearance fit with the two adjacent mating plates 5, and the distance between any two adjacent mating plates 5 is the same.

[0085] The clutch 100 provided in this application includes an input shaft 1, a direct drive gear 2 sleeved on the input shaft 1, an inner hub 3, and an outer hub 4 sleeved on the inner hub 3, all of which are immersed in the lubricating oil of the transmission system. Furthermore, the outer hub 4 and the inner hub 3 are positioned between the direct drive gear 2 and the drive gear 1a of the input shaft 1, thus forming a first receiving area 43a that accommodates multiple mating plates 5, wave springs 6, and friction plates 7. Through the pushing of the mating plates 5 by the piston 10, the wave springs 6 between adjacent mating plates 5 switch from a relaxed state to a compressed state. Therefore, the wave springs 6 can control the distance between the mating plates 5, ensuring that the distance between adjacent mating plates 5 is consistent and uniform in both states. This also ensures that the lubricating oil content between adjacent mating plates 5 is consistent, and that the lubricating oil discharge or entry between the mating plates 5 is more consistent and uniform. Consequently, the clutch 100 of this application can reduce drag torque, solving the problem of excessive drag torque in wet clutches.

[0086] To make the technical solution, purpose and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments.

[0087] In some implementations, such as Figure 2 and Figure 3 As shown, in order to fully optimize the clutch structure and reduce the clutch volume, the clutch 100 of this application includes an input shaft 1, a direct drive gear 2 sleeved on the input shaft 1, an inner hub 3, and an outer hub 4 sleeved on the inner hub 3. The inner hub 3 is connected to the inner side of the direct drive gear 2, and the outer hub 4 is connected to the drive gear 1a on the input shaft 1.

[0088] For details, please continue reading Figure 2 and Figure 3 The input shaft 1 has a stepped shaft structure, meaning that the shaft body protrudes radially outward from one side of the input shaft 1 to form a drive gear 1a. The drive gear 1a is disc-shaped, and its outer edge surface has multiple external teeth. One side of the drive gear 1a has a first annular groove 1a1 and a second annular groove 1a2. The first annular groove 1a1 is closer to the outer surface of the drive gear 1a than the second annular groove 1a2, and the volume of the second annular groove 1a2 is larger than that of the first annular groove 1a1.

[0089] The direct drive gear 2 is circular and has a through hole in the center. The wall of the through hole protrudes axially from the side wall of the direct drive gear 2 to form a circular mounting platform 21. The direct drive gear 2 is sleeved on the input shaft 1, and the mounting platform 21 is located on the opposite side of the drive gear 1a.

[0090] In some embodiments, the input shaft 1 is provided with a pressure oil passage 1b, which extends from one end of the input shaft 1 into the interior of the input shaft 1 and bends radially through the surface of the input shaft 1.

[0091] Specifically, at least two pressure oil passages 1b and one lubricating oil passage 1c extend axially inward from one end face of the input shaft 1. The lubricating oil passage 1c extends from the axis of the input shaft 1 and branches radially into multiple branches to deliver lubricating oil. The two pressure oil passages 1b are parallel and equidistant from the lubricating oil passage 1c, and both pressure oil passages 1b extend axially and radially through the surface of the input shaft 1 to form a passage. Understandably, the lubricating oil passage 1c located at the axis and the equidistant parallel pressure oil passages 1b on both sides are symmetrically arranged, thus forming a dynamic balance structure. Exemplarily, the number of pressure oil passages 1b and lubricating oil passages 1c can be any other value while maintaining dynamic balance, and is not limited here.

[0092] The inner hub 3 is an annular sleeve structure. In order to ensure transmission connection and smooth flow of lubricating oil, the outer edge of the inner hub 3 extends axially to form the outer surface of the inner hub 3 cylinder wall. The outer surface of the inner hub 3 cylinder wall is provided with a plurality of spaced first external teeth 31. Each first external tooth 31 has a through second row of oil grooves 311 at its top. That is, the outer surface of the inner hub 3 cylinder wall forms an external gear structure, and each tooth tip has a second row of oil grooves 311 that are consistent with the tooth direction and penetrate through the tooth tip.

[0093] The inner surface of the inner hub 3 is fitted onto the mounting platform 21 of the direct drive gear 2, and the inner hub 3 and the direct drive gear 2 form an integral structure. Exemplarily, the inner hub 3 and the direct drive gear 2 can be connected by welding, interference fit or threaded connection, etc., and there is no limitation.

[0094] In some implementations... Figure 4 This is a schematic diagram of the structure of the outer hub of the clutch provided in this embodiment, as shown below. Figure 3 and Figure 4 As shown, the outer hub 4 is a sleeve structure, and the inner hub 3 is fitted inside the outer hub 4. In order to ensure transmission connection and smooth flow of lubricating oil, the inner surface of the outer hub 4 is provided with a plurality of spaced toothed grooves 41, and a through first row of oil grooves 42 is provided between every two toothed grooves 41.

[0095] Specifically, the inner surface of the outer hub 4 forms an internal gear structure, and each tooth groove 41 has a first row of oil grooves 42 that are aligned with the tooth direction and penetrate radially through the tooth groove 41. The inner surface of the outer hub 4 near the direct drive gear 2 is provided with an inner groove 411, which is an annular groove that extends circumferentially along the inner surface of the outer hub 4 and is used to hold related components.

[0096] In some implementations, such as Figure 3 As shown, a first receiving area 43a is formed between the outer hub 4 and the inner hub 3.

[0097] Specifically, a boss extends radially along one side of the outer surface of the outer hub 4, and the boss on the outer surface of the outer hub 4 is connected to the inner surface of the first annular groove 1a1 of the drive gear 1a. The outer hub 4 and the drive gear 1a form an integral structure, and the outer hub 4 is fitted with the inner hub 3, forming an annular first receiving area 43a between them. Exemplarily, the outer hub 4 and the drive gear 1a can be connected by welding, interference fit, or threaded connection, etc., and there is no limitation here.

[0098] In practical applications, the first receiving area 43a is immersed in the lubricating oil in the transmission system. Therefore, the multiple first oil drain grooves 42 of the outer hub 4 and the multiple second oil drain grooves 311 of the inner hub 3 have the function of accelerating the entry or discharge of lubricating oil from the first receiving area 43a.

[0099] Figure 5 for Figure 3 A magnified view of a portion of region A is shown below. Figure 3 and Figure 5 As shown, the clutch 100 also includes a plurality of mating plates 5 arranged axially within the first receiving area 43a. A wave spring 6 and a friction plate 7 are installed between two adjacent mating plates 5, and the wave spring 6 is arranged around the outside of the friction plate 7.

[0100] For details, please continue reading Figure 5 The dual plate 5 includes a dual end plate 51 and a plurality of dual inner plates 52 spaced apart, and the thickness of the dual end plate 51 is greater than the thickness of the dual inner plates 52. It can be understood that both the dual end plate 51 and the dual inner plates 52 are annular thin plate structures and are arranged extending axially, with the dual end plate 51 located near the direct drive gear 2. Exemplarily, in this embodiment, there is one dual end plate 51 and three dual inner plates 52. In other embodiments, the number of dual end plates 51 and dual inner plates 52 can be any other value, which is not limited here.

[0101] In some implementations, such as Figures 3-5As shown, the outer edges of the dual end piece 51 and the dual inner piece 52 are provided with a plurality of second external teeth 53, and the plurality of second external teeth 53 are connected to the plurality of tooth grooves 41 of the outer hub 4 in a driving connection.

[0102] Specifically, the outer edge of the annular structure of the dual end piece 51 and the dual inner piece 52 is provided with a plurality of second external teeth 53 that protrude radially outward, and the dual end pieces 51 and the dual inner piece 52 arranged at intervals form a gear-like structure, and the plurality of second external teeth 53 can mesh with the plurality of tooth grooves 41 of the outer hub 4 to form a transmission connection.

[0103] In some implementations, please refer to [the relevant documentation]. Figure 3 and Figure 5 The wave spring 6 is connected to the side of the adjacent mating plate 5 via a transmission connection. To ensure that the inner surface of the wave spring 6 does not contact the friction plate 7, the wave spring 6 and the friction plate 7 are in a clearance fit along the radial direction of the friction plate 7.

[0104] Specifically, the wave spring 6 is formed by bending an annular metal strip into a wave shape, and has a continuous undulating peak and trough structure, which can provide axial elastic force through elastic deformation.

[0105] The friction plate 7 is an annular thin sheet structure. In this embodiment, three friction plates 7 of the same thickness and wave springs 6 are spaced apart between four paired plates 5, that is, one friction plate 7 and one wave spring 6 are accommodated between every two paired plates 5. The wave spring 6 is sleeved on the outer edge of the friction plate 7, and the inner surface of the wave spring 6 does not contact the outer edge of the friction plate 7, leaving a gap between them. The side of the wave spring 6 abuts against the side surfaces of two adjacent paired plates 5. The wave spring 6 can rotate synchronously with the outer hub 4 under the frictional drive of the paired plates 5 on both sides. To improve operational stability and reduce temperature, the friction plates 7, wave springs 6, and paired plates 5 are all immersed in the lubricating oil of the transmission system. Exemplarily, in other embodiments, the number of friction plates 7 and wave springs 6 can be any value, and is not limited here.

[0106] In some implementations, please refer to [the relevant documentation]. Figure 2 , Figure 3 and Figure 5 The friction plate 7 has a plurality of internal teeth 71 on its inner edge, and the plurality of internal teeth 71 are connected to the plurality of first external teeth 31 of the inner hub 3 in a driving connection.

[0107] Specifically, the inner ring surface of the friction plate 7 is provided with multiple radially inwardly protruding internal teeth 71. These internal teeth 71 mesh with multiple first external teeth 31 of the inner hub 3 to form a transmission connection. Furthermore, the side surface of the friction plate 7 is provided with friction pads 72, which can generate friction with the sides of the paired end plate 51 and the paired inner plate 52 and transmit torque. Understandably, the internal teeth 71 of the friction plate 7 are transmissionally connected to the first external teeth 31 of the inner hub 3, and the tooth grooves 41 of the outer hub 4 are transmissionally connected to the second external teeth 53 of the paired end plate 51 and the paired inner plate 52. Therefore, when the friction plate 7 rubs against the paired end plate 51 and the paired inner plate 52, the friction plate 7 can transmit the torque of the paired end plate 51, the paired inner plate 52, and the transmission-connected outer hub 4 to the internal teeth 71 of the friction plate 7 and the inner hub 3. Similarly, the mating end plate 51 and mating inner plate 52 can transmit the torque of the friction plate 7 and its inner hub 3 to the second outer tooth 53 and outer hub 4 of the mating end plate 51 and mating inner plate 52.

[0108] In some implementations, such as Figure 2 and Figure 3 As shown, the clutch 100 also includes a retaining ring 8 disposed in the first receiving area 43a. The retaining ring 8 is located at one end of the dual end piece 51 near the direct drive gear 2. The outer edge of the retaining ring 8 engages with the inner groove 411 of the outer hub 4. The retaining ring 8 abuts against the dual end piece 51 along the axial direction to restrict the axial movement of the dual end piece 51.

[0109] Specifically, the retaining ring 8 has a C-shaped opening structure. The retaining ring 8 is engaged in the inner groove 411 on the side of the outer hub 4 near the direct drive gear 2. The side wall of the retaining ring 8 near the drive gear 1a abuts against the dual end piece 51, thereby restricting the movement of the dual end piece 51 in the first receiving area 43a toward the direct drive gear 2 along the axial direction.

[0110] In some implementations, such as Figure 3 As shown, the clutch 100 further includes an annular balance plate 9 and a piston 10 sleeved on the balance plate 9. The balance plate 9 and the piston 10 together form an annular second receiving area 43b. Multiple springs 11 are installed within the second receiving area 43b, with both ends of each spring abutting against the balance plate 9 and the piston 10, respectively. To fully utilize the limited space between the direct drive gear 2 and the drive gear 1a, the second receiving area 43b is closer to the input shaft 1 than the first receiving area 43a, and the second receiving area 43b and the first receiving area 43a are radially offset.

[0111] For details, please continue reading Figure 3An annular balance plate 9 is fitted into an annular piston 10 to form a second receiving area 43b. The two form an annular second receiving area 43b, which is fitted into the second annular groove 1a2 of the drive gear 1a of the input shaft 1. Understandably, the second receiving area 43b is located between the direct drive gear 2 and the drive gear 1a of the input shaft 1. Moreover, the second receiving area 43b is closer to the drive gear 1a axially than the first receiving area 43a, and is closer to the input shaft 1 radially than the first receiving area 43a. The two are offset in the axial and radial directions.

[0112] The inner wall of piston 10 can move along the outer edge of balance plate 9, and a seal is installed between the inner wall of piston 10 and the outer edge of balance plate 9, forming a sealed cylinder structure within the annular second receiving area 43b. Two opposing spring supports 111 are installed inside the second receiving area 43b. Each spring support 111 has an annular structure and multiple round-hole flanges on its sides. When the two spring supports 111 are positioned opposite each other, the multiple round-hole flanges of the two spring supports 111 are correspondingly arranged.

[0113] Multiple springs 11 are spaced apart between two spring supports 111 within the second receiving area 43b. The inner holes of the multiple springs 11 are fitted onto the circular hole flange structure, meaning that the two ends of the multiple springs 11 respectively abut against the spring supports 111 between the balance plate 9 and the piston 10. Therefore, the multiple springs 11 will not shift between the two spring supports 111. The lubrication oil passage 1c of the input shaft 1 inputs lubricating oil into the second receiving area 43b. The closed second receiving area 43b, while accommodating the lubricating oil and housing the multiple springs 11, still maintains a symmetrical dynamic balance structure.

[0114] The outer wall of piston 10 can move along the inner wall of the second annular groove 1a2, and a seal is installed between the outer wall of piston 10 and the inner wall of the second annular groove 1a2. Understandably, the outer wall of piston 10 and the inner wall of the second annular groove 1a2 form a high-pressure cylinder 43c. The oil outlet of the pressure oil passage 1b of input shaft 1 is located on the side adjacent to the outer wall of piston 10, so the hydraulic system can drive and deliver hydraulic oil into the high-pressure cylinder 43c.

[0115] In some implementations, such as Figure 3 and Figure 5As shown, in order to rapidly switch the torque between the direct drive gear 2 and the drive gear 1a of the input shaft 1, at least two of the pressure oil circuits 1b deliver oil and push the piston 10 to move. The piston 10 abuts against and pushes the mating inner plate 52 in the first receiving area 43a to move towards the direct drive gear 2. The mating inner plate 52 pushes the wave spring 6 and the friction plate 7 to move. It can be understood that when the piston 10 pushes the mating inner plate 52 to move, the wave spring 6 switches from a relaxed state to a compressed state. Moreover, when the wave spring 6 is in the compressed state, the friction pads 72 on both sides of the friction plate 7 abut against the surfaces of two adjacent mating plates 5. The distance between any two adjacent mating plates 5 is the thickness of the friction plate 7 and the friction pads 72 on both sides. That is, in the compressed state, the lubricating oil holding conditions between any two adjacent mating plates 5 are consistent.

[0116] Specifically, the hydraulic system drives and delivers hydraulic oil from the outlet of the pressure oil circuit 1b of the input shaft 1 into the high-pressure cylinder 43c of the second annular groove 1a2. The hydraulic oil pushes the piston 10 to abut along the axial direction and pushes the inner plate 52 of the pair to move in the direction of the direct drive gear 2. The pressed inner plate 52 moves and presses the wave spring 6 and friction plate 7, and continues to press other inner plates 52, wave spring 6 and friction plate 7 in the direction of movement until the last wave spring 6 and friction plate 7 are pressed against the end plate 51 and stop.

[0117] Similarly, multiple springs 11 and wave springs 6 are also compressed under the pressure of piston 10. In the compressed state, the friction pads 72 on both sides of each friction plate 7 are in close contact with the sides of the adjacent mating plates 5, so that the distance between any two adjacent mating plates 5 is the thickness of the friction plate 7 and the friction pads 72 on both sides. That is, in the compressed state, the distance between any two adjacent mating plates 5 is the same, and the lubricating oil containment between any two adjacent mating plates 5 is also consistent. Simultaneously, during the compression process, the lubricating oil between the mating plates 5 can be quickly and consistently discharged into the first receiving area 43a through multiple first oil grooves 42 on the inner surface of the outer hub 4. The rapid and consistent discharge of lubricating oil reduces the drag torque.

[0118] In some embodiments, the piston 10 is reset, and the plurality of springs 11 can also push the piston 10 to move away from the direct drive gear 2. Understandably, the wave spring 6 switches from a compressed state to a relaxed state, and when the wave spring 6 is relaxed, both sides of the wave spring 6 abut against two adjacent mating plates 5, and the friction plate 7 is in clearance fit with two adjacent mating plates 5. The distance between any two adjacent mating plates 5 is the same, that is, in the relaxed state, the lubricating oil content between any two adjacent mating plates 5 is consistent.

[0119] Specifically, when the hydraulic system depressurizes, the multiple springs 11 in the compressed state rebound and push the piston 10 to move and reset in the direction of the drive gear 1a. The piston 10 no longer applies pressure to the inner plate 52, and thus relaxes under the rebound action of the multiple springs 11 and the wave spring 6. During the relaxation process, the two sides of the rebounding wave spring 6 abut against the sides of two adjacent inner plates 5, increasing the distance between the two adjacent inner plates 5. Consequently, a gap appears between the two adjacent inner plates 5 and the friction plate 7 between them. The distance between any two adjacent inner plates 5 is the same, and the lubricating oil content between any two adjacent inner plates 5 is consistent. Simultaneously, the lubricating oil in the transmission system can quickly and consistently enter the space between the multiple inner plates 5 and the friction plate 7 in the first receiving area 43a through the multiple first oil grooves 42 on the inner surface of the outer hub 4. The rapid and consistent entry of the lubricating oil reduces the drag torque.

[0120] In summary, the clutch 100 of this application, under the action of the wave spring 6, ensures that the distance between any two adjacent mating plates 5 and the lubricating oil content are the same. When the wave spring 6 is compressed, the friction plate 7 and the mating plates 5 can rub against each other under the pressure of the high-pressure cylinder 43c to transmit torque, thereby achieving rapid torque switching of the clutch 100. Furthermore, the lubricating oil is rapidly and consistently discharged from the multiple first oil grooves 42 on the inner surface of the outer hub 4. When the wave spring 6 is relaxed, the lubricating oil can rapidly and consistently enter the first receiving area 43a from the multiple first oil grooves 42 on the inner surface of the outer hub 4, thereby reducing the drag torque generated between the lubricating oil and the friction plate 7 and mating plates 5, improving power output and energy saving.

[0121] This application also provides an automobile, which includes the above-described clutch 100, and also includes an input shaft 1, a direct drive gear 2 sleeved on the input shaft 1, an inner hub 3, and an outer hub 4 sleeved on the inner hub 3. The outer hub 4 and the inner hub 3 are disposed between the direct drive gear 2 and the drive gear 1a of the input shaft 1, thereby forming a first receiving area 43a that accommodates multiple mating plates 5, wave springs 6, and friction plates 7. By controlling the two states of compression and relaxation of the wave springs 6 disposed between adjacent mating plates 5, the distance between the mating plates 5 can be controlled. That is, the distance between adjacent mating plates 5 is consistent and uniform in both states, and the lubricating oil accommodating between adjacent mating plates 5 is consistent in both states, enabling the lubricating oil to be discharged or entered between the mating plates 5 in a relatively consistent and uniform manner.

[0122] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the scope of protection of the present utility model.

Claims

1. A clutch, characterized in that, It includes an input shaft (1), a direct drive gear (2) sleeved on the input shaft (1), an inner hub (3), and an outer hub (4) sleeved on the inner hub (3); the inner hub (3) is connected to the inner side of the direct drive gear (2), and the outer hub (4) is connected to the drive gear (1a) on the input shaft (1); A first receiving area (43a) is formed between the outer hub (4) and the inner hub (3); The clutch also includes: A piston (10) and a plurality of mating plates (5) arranged axially in the first receiving area (43a) are provided. A wave spring (6) and a friction plate (7) are installed between two adjacent mating plates (5), and the wave spring (6) is arranged around the outside of the friction plate (7). The piston (10) is connected to the mating plate (5) on the side away from the direct drive gear (2). The piston (10) drives the mating plate (5) to move axially toward the side closer to the direct drive gear (2) until the two sides of the friction plate (7) respectively abut against the surfaces of two adjacent mating plates (5), and the distance between any two adjacent mating plates (5) is the thickness of the friction plate (7). The piston (10) is reset, and the wave spring (6) drives the mating plate (5) to move axially away from the direct drive gear (2) to reset. The friction plate (7) is in clearance fit with the two adjacent mating plates (5), and the distance between any two adjacent mating plates (5) is the same.

2. A clutch as claimed in claim 1, wherein Both the inner hub (3) and the outer hub (4) are sleeve structures, and the inner hub (3) is sleeved inside the outer hub (4); The inner surface of the outer hub (4) is provided with a plurality of spaced toothed grooves (41), and each toothed groove (41) is provided with a through first oil groove (42). The outer surface of the inner hub (3) is provided with a plurality of spaced first external teeth (31), and each first external tooth (31) has a through second oil groove (311) at the top.

3. A clutch as claimed in claim 2, wherein The dual plate (5) includes a dual end plate (51) and a plurality of dual inner plates (52) spaced apart; and the thickness of the dual end plate (51) is greater than the thickness of the dual inner plates (52).

4. A clutch as claimed in claim 3, wherein The clutch also includes: A retaining ring (8) is disposed in the first receiving area (43a). The retaining ring (8) is located at one end of the dual end piece (51) near the direct drive gear (2). The outer edge of the retaining ring (8) engages with the inner groove (411) of the outer hub (4). The retaining ring (8) abuts against the dual end piece (51) axially to restrict the axial movement of the dual end piece (51).

5. A clutch as claimed in claim 4, wherein The outer edges of the dual end piece (51) and the dual inner piece (52) are provided with multiple second external teeth (53), and the multiple second external teeth (53) are connected to the multiple tooth grooves (41) of the outer hub (4) in a transmission connection. The inner edge of the friction plate (7) is provided with a plurality of internal teeth (71), and the plurality of internal teeth (71) are connected to the plurality of first external teeth (31) of the inner hub (3) in a transmission connection.

6. A clutch as claimed in claim 1, wherein The wave spring (6) is connected to the side of the adjacent mating plate (5) via a transmission connection; Along the radial direction of the friction plate (7), the wave spring (6) is in clearance fit with the friction plate (7).

7. A clutch as claimed in claim 1, wherein The clutch also includes an annular balance plate (9). The balance plate (9) and the piston (10) enclose to form an annular second receiving area (43b), and a plurality of springs (11) are installed in the second receiving area (43b). The two ends of the springs (11) abut against the balance plate (9) and the piston (10) respectively. The second receiving area (43b) is closer to the input shaft (1) than the first receiving area (43a).

8. A clutch as claimed in claim 3, wherein The piston (10) abuts against and pushes the inner plate (52) in the first receiving area (43a) to move toward the direct drive gear (2), and the inner plate (52) pushes the wave spring (6) and the friction plate (7) to move; The piston (10) is reset, and the plurality of springs (11) can push the piston (10) to move in a direction away from the direct drive gear (2).

9. A clutch as claimed in claim 7, wherein The input shaft (1) is provided with a pressure oil passage (1b) inside. The pressure oil passage (1b) extends from one end of the input shaft (1) into the interior of the input shaft (1) and bends radially through the surface of the input shaft (1). At least two of the pressure oil passages (1b) deliver oil and push the piston (10) to move.

10. An automobile characterized by comprising: The vehicle includes a clutch as described in any one of claims 1 to 9.

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