Parallel clutch

Abstract

The utility model discloses a parallel clutch, aims at solving the problem of increasing the axial length of parts when improving the torque capacity in the prior art. The clutch comprises an input hub, an outer hub, a main hub, an outer friction plate set and an inner friction plate set. The input hub is connected to the main hub through the outer hub, the outer hub is connected to the outer ring of the outer friction plate set, and the inner ring of the outer friction plate set is connected to the output hub; the main hub is connected to the inner ring of the inner friction plate set, and the outer ring of the inner friction plate set is connected to the output hub. The outer friction plate set and the inner friction plate set are arranged in parallel, fully utilizing the radial space to improve the torque capacity without increasing the axial length. In addition, the design controls the torque by segmentation, reasonably distributes the load of the inner and outer friction plate sets under different working conditions, reduces the wear, prolongs the service life, provides redundancy protection, and prevents the vehicle from being stranded due to the failure of a single set of friction plates.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission, specifically to a parallel clutch. Background Technology

[0002] In the field of automotive transmission, the clutch, as a key working component, is mainly responsible for transmitting and disconnecting the engine torque, playing a vital role in the vehicle's power transmission and driving performance.

[0003] In traditional clutch design, a common method to increase torque capacity is to increase the number of friction plates. However, this method has significant limitations because each additional friction plate requires extra axial space, directly increasing the overall axial length of the clutch components. This increase in length makes it difficult for clutches to meet the stringent compactness requirements of modern OEMs for automotive transmission systems, limiting their application in space-constrained environments.

[0004] Furthermore, after a period of operation, traditional clutches also exhibit significant wear on their friction plates. Wear on the friction plates leads to a gradual decline in clutch performance, such as slippage, affecting vehicle acceleration and driving experience. In extreme cases, the friction plates may suffer severe wear or even failure, preventing the clutch from transmitting torque properly, thus impacting vehicle operation, increasing maintenance costs, and extending vehicle downtime.

[0005] Therefore, how to increase the torque capacity of the clutch without increasing the axial dimension, while reducing the wear of the friction plates, has become an important issue in the development of clutch technology. Utility Model Content

[0006] The purpose of this invention is to provide a parallel clutch to overcome the technical problem that the axial length of the parts increases when the torque capacity is increased in existing clutch designs.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A parallel clutch, comprising:

[0009] The input hub is connected to the main hub via an outer hub;

[0010] The outer hub is connected to the outer ring of the outer friction plate assembly, and the inner ring of the outer friction plate assembly is connected to the output hub.

[0011] The main hub is also connected to the inner ring of the inner friction plate assembly, and the outer ring of the inner friction plate assembly is connected to the output hub;

[0012] The outer friction plate group and the inner friction plate group are connected in parallel.

[0013] A valve core is installed inside the main hub. The valve core is allowed to move only along the axial direction inside the main hub. A first cavity and a second cavity are formed between the valve core and the main hub. The first cavity is connected to a first oil passage, and the second cavity is connected to a second oil passage.

[0014] The tail end of the valve core contacts the main hub through an elastic component.

[0015] An outer piston is installed inside the outer hub. One end of the outer piston forms an outer piston pressure chamber with the outer hub, and the other end contacts and squeezes the outer friction plate assembly when transmitting torque.

[0016] The outer ring of the outer piston is equipped with an elastic reset component.

[0017] An inner piston is arranged inside the outer piston. An inner piston pressure chamber is formed between one end of the inner piston and the outer piston, and the other end contacts and squeezes the inner friction plate assembly when transmitting torque.

[0018] The inner piston has an elastic reset component on its outer ring.

[0019] A balance piston is provided on the elastic reset component of the outer ring of the inner piston.

[0020] Limit plates are provided on the side of both the inner friction plate assembly and the outer friction plate assembly away from the piston.

[0021] A second bearing is installed between the main hub and the output hub; a first bearing is installed between the input hub and the output hub.

[0022] Compared with the prior art, the present invention has the following beneficial technical effects:

[0023] This utility model provides a parallel clutch that effectively solves the technical problem of increased axial length in traditional clutches when increasing torque capacity by optimizing spatial configuration and torque transmission path. The solution includes an input hub connected to a main hub via an outer hub, an outer ring of an outer friction plate assembly connected to the outer hub, an output hub connected to an inner ring of the outer friction plate assembly, and the main hub also connected to an inner ring of an inner friction plate assembly. The outer ring of the inner friction plate assembly is connected to the output hub, and the outer and inner friction plate assemblies are arranged in parallel.

[0024] Traditional clutches typically increase the number of friction plates to enhance torque capacity, inevitably leading to an increase in axial length, which struggles to meet the compactness requirements of modern automotive transmission systems. However, this solution utilizes a unique parallel arrangement, placing the outer and inner friction plate sets side-by-side in the radial space. This fully utilizes the clutch's radial dimensions and avoids expanding the axial dimensions. This design achieves increased torque capacity without increasing the axial length of components, meeting the stringent compactness requirements of OEMs for automotive transmission systems. Furthermore, this design offers excellent scalability, allowing for flexible adjustments to the configuration of the inner and outer friction plate sets to meet the needs of different vehicles and operating conditions, achieving optimal torque transmission performance. Attached Figure Description

[0025] Figure 1 This is a structural diagram of a parallel clutch according to a specific embodiment of the present utility model;

[0026] Figure 2 This is a half-sectional view of a parallel clutch in a specific embodiment of the present utility model;

[0027] Figure 3 This invention provides a hydraulic circuit diagram and torque transmission route diagram for a parallel clutch operating at low torque, as described in a specific embodiment of the present invention.

[0028] Figure 4 This is a diagram of the oil circuit and torque transmission route for a parallel clutch operating at high torque, as described in a specific embodiment of this utility model.

[0029] In the diagram, 1-first cavity, 2-second cavity, 3-first oil passage, 4-second oil passage, 5-outer piston pressure chamber, 6-inner piston pressure chamber, 7-second sealing ring, 8-third sealing ring, 9-fourth sealing ring, 10-first spring, 11-second spring, 12-baffle, 13-first retaining ring, 14-outer friction plate assembly, 15-first back plate, 16-second retaining ring, 17-third retaining ring, 18-input hub, 19-output hub, 20-fourth retaining ring, 21-second back plate, 22-inner friction plate assembly, 23-first bearing, 24-second bearing, 25-fifth retaining ring, 26-reset spring, 27-valve core, 28-main hub, 29-outer hub, 30-inner piston, 31-outer piston, 32-balance piston, 33-first sealing ring, 34-fifth sealing ring. Detailed Implementation

[0030] In the automotive transmission field, the clutch is a key working component, primarily used to transmit and disconnect engine torque. Clutch design often increases torque capacity by increasing the number of friction plates. This leads to an increase in the axial length of the component, which may not meet the requirements of OEMs. Furthermore, traditional clutches experience significant wear on the friction plates after a certain period of operation, affecting vehicle performance and, in severe cases, causing friction plate failure and damage, thus preventing the proper transmission of torque.

[0031] Therefore, this utility model proposes a parallel clutch, which solves the technical problems of large axial dimensions and severe wear of friction plates in traditional clutches through ingenious design.

[0032] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0033] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0034] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" means two or more, unless otherwise explicitly specified.

[0036] Reference Figure 1 and Figure 2 The diagram shows a specific embodiment of the parallel clutch provided by this utility model, comprising:

[0037] The input hub 18 is connected to the main hub 28 via the outer hub 29;

[0038] The outer hub 29 is connected to the outer ring of the outer friction plate assembly 14, and the inner ring of the outer friction plate assembly 14 is connected to the output hub 19.

[0039] The main hub 28 is also connected to the inner ring of the inner friction plate assembly 22, and the outer ring of the inner friction plate assembly 22 is connected to the output hub 19.

[0040] The outer friction plate group 14 and the inner friction plate group 22 are arranged in parallel.

[0041] Specifically, the main hub 28 is connected to the outer hub 29 by welding. The outer hub 29 is connected to the outer friction plate assembly 14 and the input hub 18 by splines. The main hub 28 is connected to the inner friction plate assembly 22 by splines. The inner ring of the outer friction plate assembly 14 and the outer ring of the inner friction plate assembly 22 are both connected to the output hub 19 by splines. The outer friction plate assembly 14 and the inner friction plate assembly 22 are arranged in parallel, which reduces the axial dimension of the assembly and increases the torque capacity.

[0042] A valve core 27 is provided inside the main hub 28. The valve core 27 is allowed to move only along the axial direction inside the main hub 28. A first cavity 1 and a second cavity 2 are formed between the valve core 27 and the main hub 28. The first cavity 1 is connected to a first oil passage 3, and the second cavity 2 is connected to a second oil passage 4.

[0043] The tail end of the valve core 27 contacts the main hub 28 through an elastic component. Preferably, in this specific embodiment, the elastic component is a return spring 26.

[0044] An outer piston 31 is disposed inside the outer hub 29. One end of the outer piston 31 forms an outer piston pressure chamber 5 with the outer hub 29, and the other end contacts and compresses the outer friction plate assembly 14 when transmitting torque. The outer piston 31 is placed into the outer hub 29, and a second sealing ring 7 is disposed between the outer piston 31 and the outer hub 29. A first sealing ring 33 is disposed between the outer piston 31 and the main hub 28. The outer piston pressure chamber 5 is formed between the outer piston 31, the outer hub 29, the main hub 28, the first sealing ring 33, and the second sealing ring 7.

[0045] The outer ring of the outer piston 31 is provided with an elastic reset component. Preferably, in this specific embodiment, the elastic reset component is a second spring 11. The second spring 11 is placed on the outer ring of the outer piston 31, and a baffle 12 is placed on the second spring 11. The first retaining ring 13 then provides axial positioning.

[0046] An inner piston 30 is arranged inside the outer piston 31. An inner piston pressure chamber 6 is formed between one end of the inner piston 30 and the outer piston 31, and the other end contacts and compresses the inner friction plate assembly 22 when transmitting torque. The inner piston 30 is placed into the outer piston 31. A third sealing ring 8 is provided between the inner piston 30 and the outer piston 31, and a fourth sealing ring 9 is provided between the inner piston 30 and the main wheel hub 28. The inner piston pressure chamber 6 is formed between the inner piston 30, the outer piston 31, the main wheel hub 28, the third sealing ring 8, and the fourth sealing ring 9.

[0047] The inner piston 30 is provided with an elastic reset component on its outer ring. Preferably, in this specific embodiment, the elastic reset component is a first spring 10. A balance piston 32 is provided on the first spring 10, and axial positioning is achieved by a fifth retaining ring 25. A fifth sealing ring 34 is provided around the balance piston 32.

[0048] Furthermore, limit plates are provided on the side of both the inner friction plate group 22 and the outer friction plate group 14 away from the piston.

[0049] The outer ring of the outer friction plate assembly 14 is connected to the outer hub 29 via a spline, and the inner ring of the outer friction plate assembly 14 is connected to the output hub 19 via a spline. The outer friction plate assembly 14 is axially limited by the first back plate 15 and the second retaining ring 16. When the outer piston 31 squeezes the outer friction plate assembly 14, the torque is transmitted from the outer hub 29 to the output hub 19.

[0050] The inner ring of the inner friction plate assembly 22 is connected to the main hub 28 via a spline, and the outer ring of the inner friction plate assembly 22 is connected to the output hub 19 via a spline. The inner friction plate assembly 22 is axially limited by the second back plate 21 and the fourth retaining ring 20. When the inner piston 30 squeezes the inner friction plate assembly 22, the torque is transmitted from the main hub 28 to the output hub 19. A second bearing 24 is provided between the main hub 28 and the output hub 19 to provide axial support for the two parts and ensure their relative rotation.

[0051] The outer ring of the input hub 18 is connected to the outer hub 29 via a spline, and then axially limited by the third retaining ring 17. A first bearing 23 is provided between the input hub 18 and the output hub 19 to provide axial support for the two parts and ensure their relative rotation. A valve core 27 and a return spring 26 are provided inside the main hub 28. The valve core isolates the inner cavity of the main hub 28 into a first cavity 1 and a second cavity 2. The first cavity 1 is connected to the outer piston pressure chamber 5 through the first oil passage 3, and the second cavity 2 is connected to the inner piston pressure chamber 6 through the second oil passage 4.

[0052] To make the solution provided by this utility model easier to understand, the following specific embodiment will be combined with a specific working condition to further explain the solution.

[0053] When the oil pressure is low, the oil in the parallel clutch provided by this utility model enters the inner piston pressure chamber 6 through the second oil passage 4 from the second chamber 2, pushing the inner piston 30 to move and squeezing the inner friction plate assembly 22 to work. The torque is transmitted from the engine to the input hub 18, outer wheel hub 29, main wheel hub 28, inner friction plate assembly 22, and output hub 19 in sequence. This working condition is suitable for the vehicle starting process. When the vehicle starts, the torque is relatively low, and the vehicle starts by sliding friction through the inner friction plate assembly 22. The effective radius of the inner friction plate assembly 22 is small, and the linear velocity is relatively small, so the wear is also small.

[0054] When the oil pressure increases, the valve core 27 pushes the return spring 26 to move, connecting the first oil passage 3 with the second chamber 2. At this time, part of the oil flows through the second oil passage 4 to the inner piston pressure chamber 6, pushing the inner piston 30 to move and squeezing the inner friction plate assembly 22. The other part of the oil flows through the first oil passage 3 to the outer piston pressure chamber 5, pushing the outer piston 31 to move and squeezing the outer friction plate assembly 14. The torque transmission route is divided into two paths:

[0055] In the first route, the torque is transmitted from the engine to the input hub 18, outer hub 29, main hub 28, inner friction plate group 22, and output hub 19 in sequence;

[0056] In the second route, the torque is transmitted from the engine to the input hub 18, the outer wheel hub 29, the outer friction plate group 14, and the output hub 19 in sequence.

[0057] Two torque transmission paths operate simultaneously, a condition suitable for high-torque conditions such as vehicle acceleration. When the vehicle accelerates, the torque increases, and the outer friction plate assembly 14 engages. At this time, due to the presence of the inner friction plate assembly 22, the speed difference between the input and output ends is zero, so the outer friction plate assembly 14 experiences almost no wear. Therefore, achieving segmented torque control through a parallel structural design reduces wear on the friction plate assemblies and helps extend the clutch's service life.

[0058] Furthermore, if either the inner friction plate group 22 or the outer friction plate group 14 fails, the vehicle can use the other set of friction plates to prevent breakdown. In this specific embodiment, the inner friction plate group 22 preferably has 3 friction plates, and the outer friction plate group 14 preferably has 5 friction plates, which can achieve a fixed torque ratio. It should be noted that different transmission devices have different requirements for segmented torque control. Therefore, the number of friction plates in the inner and outer friction plate groups of this invention can be adjusted to meet different torque ratios and adapt to different torque transmission structures, and is not limited to the number of friction plates provided in this specific embodiment.

[0059] The parallel clutch provided by this utility model will now be explained in further detail with reference to the accompanying drawings.

[0060] Reference Figure 3The diagram shown illustrates the oil circuit and torque transmission route of the parallel clutch provided by this invention under low torque conditions. Under low torque conditions, the system oil pressure is low, and the valve core 27 is positioned as shown... Figure 3 As shown, the oil enters the second oil passage 4 through the second chamber 2 and finally reaches the inner piston pressure chamber 6, pushing the inner piston 30 to move and squeezing the inner friction plate group 22. At this time, the torque transmission route is: input hub 18, outer wheel hub 29, main wheel hub 28, inner friction plate group 22, and output hub 19.

[0061] Reference Figure 4 The diagram shown illustrates the oil circuit and torque transmission route of the parallel clutch provided by this invention under high torque conditions. During high torque operation, the system oil pressure is high, and the valve core 27 pushes the return spring 26 to move, connecting the first oil passage 3 with the second chamber 2. At this time, a portion of the oil flows through the second oil passage 4 to the inner piston pressure chamber 6, pushing the inner piston 30 to move and compressing the inner friction plate assembly 22. Another portion of the oil flows through the first oil passage 3 to the outer piston pressure chamber 5, pushing the outer piston 31 to move and compressing the outer friction plate assembly 14. The torque transmission route is divided into two paths:

[0062] The torque transmission route in the first route is: input hub 18, outer hub 29, main hub 28, inner friction plate group 22, and output hub 19;

[0063] The torque transmission route in the second route is: input hub 18, outer hub 29, outer friction plate group 14, and output hub 19.

[0064] This invention effectively solves the technical problem of increased axial length in traditional clutches when increasing torque capacity by arranging the inner friction plate group 22 and the outer friction plate group 14 in parallel. Traditional technology typically increases torque capacity by increasing the number of friction plates, which inevitably leads to an increase in axial length. However, this invention fully utilizes radial space by arranging the two friction plate groups side-by-side, satisfying the need for increased torque capacity while avoiding the expansion of axial dimensions.

[0065] This invention employs a segmented torque control design, using a hydraulic control system to enable independent or coordinated operation of the inner and outer friction plate groups at different torque levels. Under low torque conditions, only the inner friction plate group 22 operates, resulting in a smaller effective radius, lower linear velocity, and less wear on the friction plates, thus ensuring smooth vehicle start-up and low wear. Under high torque conditions, the inner friction plate group 22 and the outer friction plate group 14 operate simultaneously, forming two torque transmission paths that share the torque transmission task. This design not only improves torque transmission efficiency but also ensures that the friction plate groups rationally distribute the load under different operating conditions, reducing wear, guaranteeing clutch performance stability, and extending its service life.

[0066] Furthermore, this invention provides a redundant protection mechanism for the vehicle transmission system. When one of the inner friction plate groups 22 or the outer friction plate groups 14 fails due to a malfunction, the other friction plate group can still work independently, ensuring that the vehicle will not break down due to clutch failure, thus greatly improving the reliability and safety of the vehicle.

[0067] Finally, this invention offers high flexibility and adaptability. By adjusting the number of friction plates in the inner friction plate group 22 and the outer friction plate group 14, different torque ratios can be achieved to meet the needs of different vehicles and transmission systems. This adjustable design allows this invention to leverage its advantages in various application scenarios and meet diverse torque transmission requirements.

[0068] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A parallel clutch, characterized in that, include: The input hub (18) is connected to the main hub (28) via the outer hub (29); The outer hub (29) is connected to the outer ring of the outer friction plate group (14), and the inner ring of the outer friction plate group (14) is connected to the output hub (19); The main hub (28) is also connected to the inner ring of the inner friction plate group (22), and the outer ring of the inner friction plate group (22) is connected to the output hub (19); The outer friction plate group (14) and the inner friction plate group (22) are arranged in parallel.

2. A parallel clutch according to claim 1, characterized in that, A valve core (27) is provided inside the main hub (28). The valve core (27) is allowed to move only along the axial direction inside the main hub (28). A first cavity (1) and a second cavity (2) are formed between the valve core (27) and the main hub (28). The first cavity (1) is connected to a first oil passage (3), and the second cavity (2) is connected to a second oil passage (4).

3. A parallel clutch according to claim 2, characterized in that, The tail end of the valve core (27) contacts the main wheel hub (28) through an elastic component.

4. A parallel clutch according to claim 1, characterized in that, An outer piston (31) is provided inside the outer hub (29). One end of the outer piston (31) forms an outer piston pressure chamber (5) with the outer hub (29), and the other end contacts and squeezes the outer friction plate assembly (14) when transmitting torque.

5. A parallel clutch according to claim 4, characterized in that, The outer ring of the outer piston (31) is provided with an elastic reset component.

6. A parallel clutch according to claim 4, characterized in that, An inner piston (30) is arranged inside the outer piston (31). An inner piston pressure chamber (6) is formed between one end of the inner piston (30) and the outer piston (31), and the other end contacts and squeezes the inner friction plate group (22) when transmitting torque.

7. A parallel clutch according to claim 6, characterized in that, The outer ring of the inner piston (30) is provided with an elastic reset component.

8. A parallel clutch according to claim 7, characterized in that, A balance piston (32) is provided on the elastic reset component of the outer ring of the inner piston (30).

9. A parallel clutch according to claim 6, characterized in that, Limiting plates are provided on the side of the inner friction plate group (22) and the outer friction plate group (14) away from the piston.

10. A parallel clutch according to claim 1, characterized in that, A second bearing (24) is provided between the main hub (28) and the output hub (19); a first bearing (23) is provided between the input hub (18) and the output hub (19).

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