Agricultural machinery wet dual clutch

Abstract

The utility model discloses a kind of wet dual clutch for agricultural machinery, specifically related to agricultural machinery transmission field, including No. Ⅰ clutch input shaft, clutch outer hub, No. Ⅰ clutch assembly, No. Ⅱ clutch assembly, No. Ⅰ clutch output shaft and No. Ⅱ clutch output shaft. The utility model is arranged in a common clutch outer hub by double clutch parallel and parallel, share partial structural member, greatly save radial space, make entire assembly structure compact, axial dimension short, very convenient in space limited agricultural machinery gearbox Integration, modularization arrangement;Two clutches have completely independent hydraulic pressure cavity and control oil circuit, do not interfere with each other, can be applied to high-low gear switching clutch, forward and backward switching clutch Precision engagement and separation control, smooth and no impact in gear shifting process, meet power gear shifting, power reversing gearbox gear shifting or power conversion in reversing process, improve operating quality and work efficiency.

Description

Technical Field

[0001] This utility model relates to the field of agricultural machinery transmission technology, and more specifically, to a wet dual clutch for agricultural machinery. Background Technology

[0002] As modern agriculture develops towards intensification, large-scale production, and intelligentization, higher demands are being placed on the working efficiency, operational comfort, and reliability of agricultural machinery. Traditional manual mechanical gearboxes require power to be cut off during gear shifts, leading to reduced operating efficiency and requiring high operator skills and labor intensity. Therefore, power-shift and power-reverse transmission technologies are gradually becoming the mainstream development direction for transmission systems in large and medium-sized agricultural machinery.

[0003] The core advantage of a power shift / reverse gearbox lies in its ability to switch gears or direction of travel without stopping or interrupting power transmission, thus significantly improving operational efficiency and comfort. However, this process means that the clutch needs to slip while transmitting all or most of the engine torque to achieve a smooth power transfer. Therefore, its slippage energy is much higher than that of a traditional clutch, placing extremely stringent requirements on the clutch's thermal load capacity, durability, and control precision.

[0004] Although dry clutches are simple in structure and low in cost, they have small heat capacity and poor heat dissipation performance. They cannot withstand the large amount of sliding heat generated during power shifting, which can easily lead to thermal decay, accelerated wear, or even ablation failure. They cannot meet the continuous heavy-load operation requirements of high-power agricultural machinery.

[0005] Wet clutches utilize oil for cooling and lubrication, offering significant advantages such as strong heat dissipation, large heat capacity, stable operating temperature, low wear, and long service life, making them ideal for applications requiring high slip friction. Existing wet clutches mostly employ a single clutch structure or a coaxial nested dual-clutch structure. A single clutch structure cannot achieve power reversal; while the coaxial nested dual-clutch structure saves axial space, it has the following inherent drawbacks: 1. Complex structure, requiring extremely high manufacturing and assembly precision: The pistons, oil passages, bearings and other components of the inner and outer clutches are arranged coaxially, interfering with each other, making processing and assembly difficult and costly.

[0006] 2. Uneven heat dissipation: Because the inner clutch is surrounded by the outer clutch, the flow and heat exchange conditions of the cooling oil are poor, which can easily lead to local overheating and affect the overall performance and lifespan.

[0007] 3. Poor maintainability: Once a malfunction occurs, disassembling and replacing the internal clutch is extremely inconvenient.

[0008] Furthermore, existing wet clutches for agricultural machinery still have room for improvement in terms of compactness, axial force balance, sealing reliability, and integration with the gearbox. Therefore, there is an urgent need to develop a new type of wet dual-clutch structure that can meet the requirements of high slippage capacity for power shifting / reversing, while also possessing the advantages of compact structure, high reliability, and ease of manufacturing and maintenance. Utility Model Content

[0009] In order to overcome the above-mentioned defects of the prior art, the present invention provides a wet dual clutch for agricultural machinery. The technical problem to be solved by the present invention is: how to overcome the defects of coaxial nested wet dual clutch, such as complex structure, uneven heat dissipation, and difficult manufacturing and maintenance.

[0010] To achieve the above objectives, this utility model provides the following technical solution: a wet dual clutch for agricultural machinery, comprising a No. I clutch input shaft, a clutch outer hub, a No. I clutch assembly, a No. II clutch assembly, a No. I clutch output shaft, and a No. II clutch output shaft; The No. I clutch input shaft is used to receive power input from the engine, and it has independent hydraulic oil circuits for the No. I clutch and the No. II clutch. The outer hub of the clutch is fixedly connected to one end of the input shaft of clutch I and rotates synchronously with it. The internal space of the outer hub of the clutch is constructed into a common cavity, in which clutch I assembly and clutch II assembly are arranged side by side in parallel. The No. I clutch assembly includes: Clutch No. 1 pressure chamber: a sealed chamber formed by the inner wall of the outer hub of the clutch, the piston of Clutch No. 1, and the sealing ring of Clutch No. 1. Clutch No. 1 pressure chamber is connected to the hydraulic oil circuit of Clutch No. 1. Clutch piston No. 1: It is axially movable within the cavity and is used to generate axial thrust under the action of hydraulic oil pressure; Clutch spring assembly I: functions to provide separation and reset force to the clutch piston I; Clutch No. 1 friction plate group: includes multiple clutch No. 1 friction plates and clutch No. 1 partition plates alternately arranged, the multiple clutch No. 1 partition plates are connected to the outer hub of the clutch via external splines and rotate synchronously with it, and the multiple clutch No. 1 friction plates are connected to the inner hub of clutch No. 1 via splines; Clutch No. 1 inner hub: connected to the output shaft of Clutch No. 1 via splines, used to output power from Clutch No. 1 assembly; The clutch assembly II is arranged symmetrically side-by-side with the clutch assembly I. The clutch assembly II includes: The pressure chamber of clutch II is formed by the output shaft of clutch II, the piston of clutch II, and the sealing ring of clutch II. The pressure chamber of clutch II is connected to the hydraulic oil circuit of clutch II. Clutch piston No. II: is axially movable within the cavity; Clutch spring assembly II: Used to provide separation and reset force to the clutch piston II; Clutch II friction plate assembly: includes multiple clutch II partition plates and clutch II friction plates alternately arranged, the multiple clutch II partition plates rotate synchronously with the outer hub of the clutch, and the multiple clutch II friction plates are splinedly connected to the inner hub of the clutch II. Clutch II inner hub: connected to the output shaft of Clutch II via splines.

[0011] In a preferred embodiment, the No. I clutch output shaft and the No. II clutch output shaft are concentric shaft sleeve structures, wherein the No. I clutch output shaft is a solid shaft and the No. II clutch output shaft is a hollow shaft sleeved outside the No. I clutch output shaft. The two can rotate independently and transmit power to different gears or reversing mechanisms of the gearbox respectively.

[0012] In a preferred embodiment, the clutch outer hub, clutch I inner hub, clutch II inner hub, clutch I piston, and clutch II piston are all made of high-strength alloy steel through a carburizing and quenching process to ensure sufficient strength and wear resistance.

[0013] In a preferred embodiment, the friction plates of clutch I and clutch II are sintered copper-based friction materials, and the clutch separator plate of clutch I and clutch II are precision stamped steel sheets with phosphated surfaces. The surfaces can be phosphated or carburized to improve wear resistance and friction stability.

[0014] In a preferred embodiment, both clutch spring group I and clutch spring group II consist of multiple circumferentially distributed helical springs or diaphragm springs to provide uniform separation force.

[0015] In a preferred embodiment, both clutch seal ring I and clutch seal ring II are made of nitrile rubber (NBR) or fluororubber (FKM) specifically designed for rotary dynamic seals, and have good oil resistance and high temperature resistance.

[0016] In a preferred embodiment, the No. I clutch input shaft, No. I clutch output shaft, and No. II clutch output shaft are all provided with oil holes for guiding the flow of cooling lubricating oil to the No. I clutch friction plate group and the No. II clutch friction plate group, so as to ensure that the cooling oil can flow through the friction plate group sufficiently and carry away the heat generated by sliding friction.

[0017] In a preferred embodiment, the No. I clutch assembly and the No. II clutch assembly are positioned axially by the No. I clutch retaining ring, the No. I clutch spring assembly baffle, and the No. II clutch spring assembly baffle.

[0018] The technical effects and advantages of this utility model are as follows: In this invention, the two clutches are arranged in parallel within a common clutch hub, sharing structural components such as the clutch hub. This greatly saves radial space, making the entire assembly compact and with a short axial dimension. It is very convenient for integrated and modular arrangement in the space-constrained agricultural machinery gearbox. The two clutches have completely independent hydraulic pressure chambers and control oil circuits, and do not interfere with each other. They can be used for precise engagement and disengagement control of high and low gear switching clutches and forward and reverse switching clutches. The shifting process is smooth and shock-free, meeting the power conversion requirements of power shifting, power reversing gearbox shifting, or power conversion during reversing, thus improving operating quality and work efficiency. This invention employs a wet structure and parallel arrangement, allowing cooling oil to flow fully and evenly through two independent friction plate sets. This efficiently removes sliding heat, significantly improving the clutch's thermal load capacity and power density. It can withstand the high-intensity sliding work generated by power shifting / reversing, eliminating thermal fade. The optimized oil circuit design and evenly distributed cooling oil flow ensure good lubrication and cooling of the friction pairs, significantly reducing wear. At the same time, the parallel arrangement avoids localized overheating and premature failure caused by uneven heat dissipation in coaxial structures, greatly extending the overall lifespan. The parallel arrangement avoids complex coaxial nesting, reducing the machining accuracy requirements of individual components and the assembly difficulty of the assembly. The modular design makes maintenance and replacement easier, reducing the total lifespan cost. Attached Figure Description

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

[0020] Figure 2 This is a schematic diagram of the axial cross-sectional structure of this utility model.

[0021] The attached diagram is labeled as follows: 1-Clutch input shaft (No. I), 2-Clutch outer hub, 3-Clutch seal ring (No. I), 4-Clutch pressure chamber (No. I), 5-Clutch spring assembly (No. I), 6-Clutch spring assembly baffle (No. I), 7-Clutch piston (No. I), 8-Clutch friction plate (No. I), 9-Clutch partition plate (No. I), 10-Clutch inner hub (No. I), 11-Clutch snap ring (No. I), 12-Clutch partition plate (No. II), 13-Clutch friction plate (No. II), 14-Clutch seal ring (No. II), 15-Clutch piston (No. II), 16-Clutch pressure chamber (No. II), 17-Clutch output shaft (No. I), 18-Clutch output shaft (No. II), 19-Clutch spring assembly (No. II), 20-Clutch spring assembly baffle (No. II), 21-Clutch inner hub (No. II). Detailed Implementation

[0022] 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.

[0023] This utility model provides, for example Figure 1-2 The wet dual clutch for agricultural machinery shown includes a No. I clutch input shaft 1, a clutch outer hub 2, a No. I clutch assembly, a No. II clutch assembly, a No. I clutch output shaft 17, and a No. II clutch output shaft 18. The No. 1 clutch input shaft 1 is connected to the engine flywheel or flexible disc via splines or flanges to receive power input from the engine. It has independent hydraulic oil circuits for the No. 1 clutch and the No. 2 clutch. The clutch outer hub 2 is fixedly connected to one end of the No. 1 clutch input shaft 1 by bolts or splines and rotates synchronously with it, forming the rotating shell and power input carrier of the entire dual clutch. The internal space of the clutch outer hub 2 is constructed into a common cavity, in which the No. 1 clutch assembly and the No. 2 clutch assembly are arranged side by side in parallel. The No. 1 clutch assembly and the No. 2 clutch assembly are axially positioned by the No. 1 clutch retaining ring 11, the No. 1 clutch spring group baffle 6, and the No. 2 clutch spring group baffle 20. Clutch assembly I includes: Clutch No. 1 pressure chamber 4: A sealed chamber formed by the inner wall of the clutch outer hub 2, the clutch No. 1 piston 7 and the clutch No. 1 sealing ring 3. Clutch No. 1 pressure chamber 4 is connected to the clutch No. 1 hydraulic oil circuit. Clutch piston 7: It is axially movable in the cavity and is used to generate axial thrust under the action of hydraulic oil pressure; Clutch spring assembly 5: It acts to provide separation and reset force to clutch piston 7; Clutch No. 1 friction plate group: includes multiple clutch No. 1 friction plates 8 and clutch No. 1 partition plates 9 alternately arranged. Multiple clutch No. 1 partition plates 9 are connected to the outer hub of the clutch 2 by external splines and rotate synchronously with it. Multiple clutch No. 1 friction plates 8 are splinedly connected to the inner hub of the clutch 10. The outer hub of the clutch 2, the inner hub of the clutch 10, the inner hub of the clutch 21, the piston of the clutch 7, and the piston of the clutch 15 are all made of high-strength alloy steel by carburizing and quenching process to ensure sufficient strength and wear resistance. The inner hub 10 of clutch I is connected to the output shaft 17 of clutch I via a spline and is used to output the power of clutch I assembly. The output shaft 17 of clutch I and the output shaft 18 of clutch II are concentric shaft sleeve structures, where the output shaft 17 of clutch I is a solid shaft and the output shaft 18 of clutch II is a hollow shaft sleeved outside the output shaft 17 of clutch I. The two can rotate independently and transmit power to different gears or reversing mechanisms of the gearbox respectively. The input shaft 1 of clutch I, the output shaft 17 of clutch I, and the output shaft 18 of clutch II are all provided with oil holes for guiding the flow of cooling lubricating oil to the friction plate group of clutch I and the friction plate group of clutch II, ensuring that the cooling oil can flow fully through the friction plate group and carry away the heat generated by sliding friction. Working process of clutch assembly No. 1: When the transmission control unit (TCU) determines that the No. 1 clutch assembly needs to be engaged, the electro-hydraulic valve is activated, and the pressurized oil enters the No. 1 clutch pressure chamber 4 through the No. 1 clutch hydraulic oil circuit (the specific route of the oil circuit is not shown in the figure, but is a deep hole inside the shaft) machined inside the No. 1 clutch input shaft 1. The hydraulic pressure pushes the piston 7 of clutch I to move to the right against the preload of clutch spring assembly 5 (towards...). Figure 2 (View from the perspective) The piston 7 of clutch I applies axial pressure to the friction plate assembly of clutch I; the separator plate 9 of clutch I engages with the inner spline of the outer hub 2 of clutch through the spline on its outer edge and rotates together with the outer hub 2 of clutch; the friction plate 8 of clutch I engages with the outer spline of the inner hub 10 of clutch I through the spline on its inner edge. Under the clamping force of the piston 7 of clutch I, a huge frictional torque is generated between the clutch separator 9 and the friction plate 8 of clutch I. This torque transmits the engine speed and torque from the rotating clutch outer hub 2 (through the clutch separator 9) to the clutch friction plate 8, and then through the spline to the clutch inner hub 10. The clutch inner hub 10 is connected to the clutch output shaft 17 of clutch I through the spline, thereby outputting power to the subsequent mechanism of the gearbox (e.g., to the high-speed gear set). When it is necessary to disengage the No. 1 clutch assembly, the TCU controls the pressure relief, and the oil pressure in the No. 1 clutch pressure chamber 4 disappears; under the action of the reset force of the No. 1 clutch spring assembly 5, the No. 1 clutch piston 7 is pushed back to the initial position on the left, the clamping force on the No. 1 clutch friction plate assembly is released, the friction torque disappears, and the power transmission is interrupted. Clutch Assembly II is arranged symmetrically side-by-side with Clutch Assembly I. Clutch Assembly II includes: Clutch II pressure chamber 16: It is formed by clutch II output shaft 18, clutch II piston 15 and clutch II seal ring 14. Clutch II pressure chamber 16 is connected to clutch II hydraulic oil circuit. Clutch I seal ring 3 and clutch II seal ring 14 are both set as nitrile rubber (NBR) or fluororubber (FKM) seal rings specially used for rotary dynamic seals, which have good oil resistance and high temperature resistance. Clutch piston 15 (II): is axially movable within the cavity; Clutch spring assembly 19 of type II: used to provide separation and reset force to clutch piston 15 of type II; both clutch spring assembly 5 of type I and clutch spring assembly 19 of type II are composed of multiple sets of helical springs or diaphragm springs evenly distributed in the circumferential direction to provide uniform separation force. Clutch II friction plate assembly: includes multiple clutch II partition plates 12 and clutch II friction plates 13 arranged alternately. The multiple clutch II partition plates 12 rotate synchronously with the outer hub 2 of the clutch. The multiple clutch II friction plates 13 are splinedly connected to the inner hub 21 of the clutch. Clutch I friction plate 8 and clutch II friction plate 13 are sintered copper-based friction materials. Clutch I partition plate 9 and clutch II partition plate 12 are finely stamped steel sheets with phosphated surface treatment. The surface can be phosphated or carburized to improve wear resistance and friction stability. Clutch II inner hub 21: connected to clutch II output shaft 18 via splines; Working process of clutch assembly No. II: The working principle of clutch assembly II is similar to that of clutch assembly I, but its pressure oil is supplied by the oil passage inside the output shaft 18 of clutch II. When the No. II clutch assembly needs to be engaged, pressurized oil enters the No. II clutch pressure chamber 16 through the oil passage in the No. II clutch output shaft 18; the oil pressure pushes the No. II clutch piston 15 to move to the left, pressing the No. II clutch friction plate assembly (No. II clutch separator plate 12 and No. II clutch friction plate 13). Clutch II separator plate 12 is connected to clutch outer hub 2 and rotates accordingly. Clutch II friction plate 13 is connected to clutch II inner hub 21. The generated friction torque transmits power from clutch outer hub 2 to clutch II inner hub 21, and then through splines to clutch II output shaft 18, outputting power (e.g. to low gear or reverse gear set). Similarly, after depressurization, clutch spring assembly 19 of No. II pushes clutch piston 15 of No. II back to the right side, and the clutch disengages. Throughout the entire operation, whether in engagement, disengagement, or slippage, the transmission hydraulic system continuously supplies cooled lubricating oil. The lubricating oil enters through a dedicated inlet (either on the No. 1 clutch input shaft 1 or the clutch outer hub 2) and is sprayed or flows over the surfaces of the No. 1 clutch friction plate set and the No. 2 clutch friction plate set through oil holes and passages designed on the No. 1 clutch input shaft 1, No. 1 clutch output shaft 17, and No. 2 clutch output shaft 18, as well as related components. Oil can carry away the enormous heat generated by sliding friction, preventing the clutch from overheating; at the same time, it can reduce the wear between the friction plates and the separator plates, extending the clutch life; it can serve as both a hydraulic medium and a washout of the wear debris generated by friction. Application in power reversing: Clutch I output shaft 17 connects to the forward gear transmission chain, and Clutch II output shaft 18 connects to the reverse gear transmission chain; when the tractor is moving forward, Clutch I assembly engages; when reversing, Clutch I assembly disengages while Clutch II assembly engages, achieving seamless power switching to reverse gear. Application in power shifting: Clutch I output shaft 17 connects to the high gear set (such as 3 / 4 gear), and Clutch II output shaft 18 connects to the low gear set (such as 1 / 2 gear); during shifting, power shifting is achieved through the cross switching of the two clutch assemblies (one disengages while the other engages); In summary, by adopting a parallel layout for the two clutch assemblies, a high-performance, highly reliable, compact, and easy-to-manufacture wet dual clutch for agricultural machinery is provided, which is suitable for widespread application in power shift and power reversing gearboxes of modern high-power agricultural machinery.

[0024] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection", and "linkage" should be interpreted broadly, and can be mechanical or electrical connections, or internal connections between two components, or direct connections. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change. Secondly: The accompanying drawings of the embodiments disclosed in this utility model only involve the structures involved in the embodiments disclosed in this utility model. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this utility model can be combined with each other. Finally: 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 protection scope of the present utility model.

Claims

1. A wet dual-clutch for agricultural machinery, characterized in that, include: The No. I clutch input shaft (1) is used to receive engine power, and its internal structure is equipped with independent No. I clutch hydraulic circuit and No. II clutch hydraulic circuit; The clutch outer hub (2) is fixedly connected to the No. I clutch input shaft (1) and rotates synchronously with it. A cavity is formed inside the clutch outer hub (2), and the No. I clutch assembly and the No. II clutch assembly are arranged side by side in parallel inside the cavity. The No. I clutch assembly includes: The No. 1 clutch pressure chamber (4) is formed by the inner wall of the clutch outer hub (2), the No. 1 clutch piston (7) and the No. 1 clutch sealing ring (3), and is connected to the No. 1 clutch hydraulic oil circuit; Clutch piston (7) is axially movable within the cavity; Clutch spring assembly (5) is used to provide separation and reset force to clutch piston (7); The No. 1 clutch friction plate group includes multiple No. 1 clutch friction plates (8) and No. 1 clutch partition plates (9) alternately arranged. The multiple No. 1 clutch partition plates (9) rotate synchronously with the clutch outer hub (2). The multiple No. 1 clutch friction plates (8) are splinedly connected to the No. 1 clutch inner hub (10). The inner hub (10) of clutch I is connected to the output shaft (17) of clutch I; The No. II clutch assembly includes: The pressure chamber (16) of clutch II is formed by clutch II output shaft (18), clutch II piston (15) and clutch II seal ring (14), and is connected to clutch II hydraulic oil circuit. Clutch piston (15) of type II is axially movable within the cavity; Clutch spring assembly (19) of type II is used to provide separation and reset force to clutch piston (15) of type II; The No. 2 clutch friction plate group includes multiple No. 2 clutch partition plates (12) and No. 2 clutch friction plates (13) alternately arranged. The multiple No. 2 clutch partition plates (12) rotate synchronously with the clutch outer hub (2), and the multiple No. 2 clutch friction plates (13) are splinedly connected to the No. 2 clutch inner hub (21). The inner hub (21) of clutch II is connected to the output shaft (18) of clutch II.

2. The wet dual clutch for agricultural machinery according to claim 1, characterized in that: The No. I clutch output shaft (17) and the No. II clutch output shaft (18) are concentric bushing structures.

3. The wet dual clutch for agricultural machinery according to claim 1, characterized in that: The clutch outer hub (2), clutch inner hub (10), clutch inner hub (21), clutch piston (7) and clutch piston (15) are all made of high-strength alloy steel by carburizing and quenching process.

4. The wet dual clutch for agricultural machinery according to claim 1, characterized in that: The friction plates of clutch I (8) and clutch II (13) are sintered copper-based friction materials, and the clutch I separator (9) and clutch II separator (12) are precision stamped steel sheets with phosphated surfaces.

5. A wet dual-clutch for agricultural machinery according to claim 1, characterized in that: Both clutch spring group I (5) and clutch spring group II (19) are composed of multiple helical springs evenly distributed in the circumferential direction.

6. A wet dual-clutch for agricultural machinery according to claim 1, characterized in that: Both clutch seal ring I (3) and clutch seal ring II (14) are made of oil-resistant and high-temperature resistant fluororubber.

7. A wet dual-clutch for agricultural machinery according to claim 1, characterized in that: The No. I clutch input shaft (1), No. I clutch output shaft (17), and No. II clutch output shaft (18) are all provided with lubricating oil holes for guiding the flow of cooling lubricating oil to the No. I clutch friction plate group and the No. II clutch friction plate group.

8. A wet dual-clutch for agricultural machinery according to claim 1, characterized in that: The No. I clutch assembly and the No. II clutch assembly are positioned axially by the No. I clutch retaining ring (11), the No. I clutch spring assembly baffle (6), and the No. II clutch spring assembly baffle (20).

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