Clutch, transmission system and vehicle

Abstract

The clutch comprises an I shaft, a clutch outer hub, a clutch inner hub, a clutch assembly, an II shaft, a brake outer hub, a brake inner hub and a brake assembly. The clutch outer hub is fixed to the I shaft, the II shaft is fixed to the clutch inner hub and coaxially arranged with the I shaft, and the clutch assembly is connected with the clutch outer hub and the clutch inner hub respectively; the brake outer hub and the brake inner hub are sleeved on the II shaft, and the brake assembly is connected with the brake outer hub and the brake inner hub respectively. The clutch further comprises a plurality of gear wheels, each of which is fixed to the brake inner hub through a bearing, and each of the gear wheels is engaged with the clutch outer hub and the clutch inner hub. The clutch has the advantages of simple and compact structure, small space occupation and high transmission efficiency. The utility model further relates to a transmission system and a vehicle.

Description

Technical Field

[0001] This utility model relates to the field of mechanical transmission technology, and in particular to a clutch, transmission system and vehicle. Background Technology

[0002] The clutch is installed between the engine and the transmission, and is an assembly in the drivetrain that is directly connected to the engine. Typically, the clutch is mounted together with the flywheel assembly of the engine crankshaft, and it is the component that cuts off and transmits power between the engine and the drivetrain.

[0003] A wet shift clutch is a type of clutch in which gear switching is controlled by an electronic control system and a hydraulic system.

[0004] In the tractor gearbox transmission device disclosed in Chinese Patent Application No. 201810116780.4, the tractor power shift transmission system disclosed in Chinese Patent Application No. 202411310803.7, and the tractor power reversing multi-speed gearbox transmission device disclosed in Chinese Patent Application No. 202120571484.0, the clutches are all wet shift clutches. These clutches and transmission systems all have the following common disadvantages: 1. To achieve the reversing function, a wet shift clutch requires a parallel idler pulley to change the transmission direction. The idler pulley increases the space and weight of the gearbox and the working machinery, affecting the appearance of the gearbox and the working machinery and the transmission efficiency.

[0005] 2. The structure is complex and the transmission chain is long. The energy loss caused by the rotation of the transmission shaft and the meshing between the gears further leads to a decrease in transmission efficiency. Utility Model Content

[0006] In view of this, the present invention provides a clutch, a transmission system and a vehicle, wherein the clutch has a simple and compact structure, occupies little space and has high transmission efficiency.

[0007] The clutch provided in this embodiment includes an I-shaft, a clutch outer hub, a clutch inner hub, a clutch assembly, an II-shaft, a brake outer hub, a brake inner hub, and a brake assembly. The clutch outer hub is fixed to the I-shaft, and the II-shaft is fixed to the clutch inner hub and coaxially arranged with the I-shaft. The clutch assembly is connected to the clutch outer hub and the clutch inner hub respectively. The brake outer hub and the brake inner hub are sleeved on the II-shaft, and the brake assembly is connected to the brake outer hub and the brake inner hub respectively. The clutch also includes a plurality of gears, each gear being fixed on the brake inner hub by a bearing, and each gear meshing with the clutch outer hub and the clutch inner hub.

[0008] Furthermore, the clutch inner hub includes a first clutch inner hub and a second clutch inner hub connected together. The I-shaft is fixed on the first clutch inner hub, and the gear meshes with the first clutch inner hub. The clutch assembly includes a clutch piston, a clutch spring, a plurality of first clutch plates, and a plurality of second clutch plates. One end of the clutch spring is fixed to the I-shaft, and the other end of the clutch spring is connected to the clutch piston. The plurality of first clutch plates are fixed on the clutch outer hub, and the plurality of second clutch plates are fixed on the second clutch inner hub. The clutch piston can control the clutch assembly to engage or disengage by abutting against or moving away from the first clutch plates.

[0009] Furthermore, the braking assembly includes a brake piston, a brake reset member, a plurality of first brake pads, and a plurality of second brake pads. The brake reset member is connected to the brake piston, the plurality of first brake pads are connected to the outer brake hub, and the plurality of second brake pads are connected to the inner brake hub. The brake piston can control the braking assembly to brake or release the brake by abutting against or moving away from the second brake pads.

[0010] Furthermore, it includes a clutch working oil chamber and a clutch working oil passage communicating with the clutch working oil chamber, the clutch working oil chamber being formed between the clutch piston and the clutch outer hub. It also includes a brake working oil chamber and a brake working oil passage communicating with the brake working oil chamber, the brake working oil chamber being formed between the brake piston and the brake outer hub.

[0011] Furthermore, the clutch working oil circuit includes a first clutch working oil hole disposed within the I-axis and extending axially along the I-axis, and a second clutch working oil hole connecting the first clutch working oil hole and the clutch working oil chamber; the brake working oil circuit includes a brake working oil hole disposed on the brake outer hub.

[0012] Furthermore, it also includes a clutch lubrication circuit and a brake lubrication circuit; the lubricating oil in the clutch lubrication circuit flows through a chamber provided with a plurality of first clutch plates and a plurality of second clutch plates, and the lubricating oil in the brake lubrication circuit flows through a chamber provided with a plurality of first brake plates and a plurality of second brake plates.

[0013] Furthermore, the clutch lubrication circuit includes a clutch lubrication inlet, a clutch lubrication transmission outlet, and a clutch lubrication outlet connected in sequence, as well as a clutch assembly lubrication inlet and a clutch assembly lubrication outlet; the clutch lubrication transmission outlet is disposed within the I-axis and extends axially along the I-axis; the clutch lubrication inlet communicates with the outer surface of the I-axis; the clutch lubrication outlet communicates with the chamber containing the clutch spring; the clutch assembly lubrication inlet communicates with the chamber containing the clutch spring and the chamber containing a plurality of first clutch plates and a plurality of second clutch plates; and the clutch assembly lubrication outlet communicates with the chamber containing a plurality of first brake plates and a plurality of second brake plates and the outer surface of the clutch outer hub.

[0014] Furthermore, the I-axis is rotatably connected to the gearbox via a first bearing, and the clutch lubrication circuit also includes a clutch bearing lubrication hole, which connects the clutch lubrication inlet hole to the first bearing.

[0015] Furthermore, the brake lubrication circuit includes a brake lubrication inlet and a brake lubrication outlet connected in sequence, as well as a brake lubrication transmission port, a brake assembly lubrication inlet, and a brake assembly lubrication outlet; the brake lubrication inlet is disposed within the II shaft and extends axially along the II shaft; the brake inner hub is rotatably mounted on the II shaft via a third bearing; the brake lubrication outlet connects the brake lubrication inlet with the chamber containing the third bearing; the brake lubrication transmission port and the brake assembly lubrication inlet connect the chamber containing the third bearing with the chamber containing multiple first brake pads and multiple second brake pads; the brake assembly lubrication outlet connects the chamber containing multiple first brake pads and multiple second brake pads with the outer surface of the brake outer hub.

[0016] Furthermore, the brake outer hub is fixed to the gearbox, and the II shaft is rotatably connected to the brake outer hub via a second bearing. The brake lubrication circuit also includes a brake bearing lubrication hole, which connects the brake lubrication inlet hole to the second bearing.

[0017] This utility model also relates to a transmission system, including the aforementioned clutch.

[0018] This utility model also relates to a vehicle, including the aforementioned clutch.

[0019] In summary, the clutch of this utility model has the following beneficial effects: 1. This clutch can change the transmission direction without the need for parallel idler pulleys. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0020] 2. In the transmission system using this clutch, the transmission chain is shorter, which reduces energy loss caused by the rotation of the transmission shaft and the meshing between gears, and improves transmission efficiency.

[0021] The above description is merely an overview of the technical solution of this utility model. In order to better understand the technical means of this utility model and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this utility model more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the clutch structure of a preferred embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the oil circuit structure of the clutch in a preferred embodiment of the present invention. Detailed Implementation

[0024] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the present utility model will be described in detail below with reference to the accompanying drawings and preferred embodiments.

[0025] Figure 1 This is a schematic diagram of the clutch structure according to a preferred embodiment of the present invention. Please refer to it. Figure 1 The clutch K3 includes an I-shaft 1, an outer clutch hub 2, an inner clutch hub 3, a clutch assembly 4, an II-shaft 5, an outer brake hub 6, an inner brake hub 7, a brake assembly 8, and multiple gears 9. The outer clutch hub 2 is fixed to the I-shaft 1, and the II-shaft 5 is fixed to the inner clutch hub 3 and coaxially arranged with the I-shaft 1. The clutch assembly 4 is connected to both the outer clutch hub 2 and the inner clutch hub 3. The outer brake hub 6 and the inner brake hub 7 are fitted onto the II-shaft 5, and the brake assembly 8 is connected to both the outer brake hub 6 and the inner brake hub 7. Each gear 9 is fixed to the inner brake hub 7 by a bearing, and each gear 9 meshes with both the outer clutch hub 2 and the inner clutch hub 3.

[0026] When the clutch assembly 4 is engaged and the brake assembly 8 is released, shaft I 1 and shaft II 5 can rotate simultaneously in the same direction. When the clutch assembly 4 is disengaged and the brake assembly 8 is engaged, shaft I 1 and shaft II 5 can rotate in opposite directions. The clutch K3 of this invention controls the rotation direction of the output shaft of the clutch K3 by controlling the engagement or disengagement of the clutch assembly 4 and the engagement or disengagement of the brake assembly 8. That is, shaft II 5 can rotate forward (in the same direction as shaft I 1) or in the opposite direction (in the opposite direction to shaft I 1).

[0027] Specifically, the clutch inner hub 3 includes a first clutch inner hub 31 and a second clutch inner hub 32 connected together. Shaft II 5 is fixed on the first clutch inner hub 31, and gear 9 meshes with the first clutch inner hub 31. One end of the first clutch inner hub 31 is rotatably fixed to the end of shaft I 1 via a bearing, and the second clutch inner hub 32 is fixed to the outside of the end of the first clutch inner hub 31 and surrounds the outside of shaft I 1.

[0028] The clutch assembly 4 includes a clutch piston 41, a clutch spring 42, multiple first clutch plates, and multiple second clutch plates. A cavity is formed between the second clutch inner hub 32 and the end of the I-shaft 1. The clutch spring 42 is located in this cavity, with one end fixed to the I-shaft 1, and the other end connected to the clutch piston 41. Under the pressure of hydraulic oil, the clutch piston 41 can move to the right to compress the clutch spring 42. After the hydraulic oil returns, the clutch piston 41 automatically resets under the elastic force of the clutch spring 42. Multiple first clutch plates are fixed to the clutch outer hub 2 by splines, and multiple second clutch plates are fixed to the second clutch inner hub 32 by splines. The multiple first clutch plates and multiple second clutch plates are staggered along the axial direction of the I-shaft 1 / II-shaft 5. The clutch piston 41 can control the engagement or disengagement of the clutch assembly 4 by abutting or moving away from the first clutch plates. Under hydraulic pressure, the clutch piston 41 moves to the right in the direction shown in the diagram, pushing the first clutch plate to press against the second clutch plate. The first and second clutch plates move synchronously under the action of friction, putting the clutch assembly 4 in the engaged state. When the hydraulic oil flows back, the clutch piston 41 moves to the left in the direction shown in the diagram under the action of the clutch spring 42, disengaging the first and second clutch plates. The second clutch plate no longer moves synchronously with the first clutch plate, putting the clutch assembly 4 in the disengaged state. In this embodiment, the first clutch plate is a friction plate and the second clutch plate is a steel plate.

[0029] The braking assembly 8 includes a brake piston 81, a brake reset member 82, multiple first brake pads, and multiple second brake pads. The outer brake hub 6 and the inner brake hub 7 are sleeved on shaft II 5. The brake piston 81, multiple first brake pads, and multiple second brake pads are disposed within the cavity formed between the outer brake hub 6 and the inner brake hub 7. The brake reset member 82 is disposed on the outer brake hub 6, with one end connected to the brake piston 81. The multiple first brake pads are fixedly connected to the outer brake hub 6 via splines, and the multiple second brake pads are connected to the inner brake hub 7 via splines. The multiple first brake pads and multiple second brake pads are arranged alternately along the axial direction of shaft I / shaft II 5. The brake piston 81 can control the braking assembly 8 to brake or release the brake by abutting or moving away from the second brake pads. In this embodiment, the brake outer hub 6 is fixed to the gearbox, and multiple first brake pads are also fixed. Under the pressure of hydraulic oil, the brake piston 81 moves to the left in the direction shown in the figure, pushing the second brake pad to press against the first brake pad. The second brake pad is also fixed under the action of friction, so that the brake assembly 8 is in a braking state. When the hydraulic oil flows back, the brake piston 81 moves to the right in the direction shown in the figure under the action of the brake reset member 82, the second brake pad and the first brake pad separate, and the first brake pad is no longer fixed, so that the brake assembly 8 is in a released state. In this embodiment, the first brake pad is a steel sheet, and the second brake pad is a friction pad.

[0030] Furthermore, the brake reset component 82 includes a brake spring 821 and a brake bolt 822, wherein the brake spring 821 is used to control the brake piston 81 to reset in order to release the brake, and the brake bolt 822 can be used to achieve mechanical braking or adjust the brake clearance.

[0031] Gear 9 is fixed to the side of the brake inner hub 7 near the clutch assembly 4 by bearings. Multiple gears 9 are arranged circumferentially along the side surface of the brake inner hub 7 near the clutch assembly 4. One side of the outer edge of each gear 9 meshes with the clutch outer hub 2, and the other side meshes with the clutch inner hub 3. When the clutch assembly 4 is engaged and the brake assembly 8 is released, the rotation direction of I-shaft 1 is set to forward. The rotation of I-shaft 1 drives the clutch outer hub 2, clutch inner hub 3, and II-shaft 5 to rotate in the same direction. Gear 9 and brake inner hub 7 rotate freely around the axis of II-shaft 5. When the clutch assembly 4 is disengaged and the brake assembly 8 is engaged, the rotation of I-shaft 1 drives the clutch outer hub 2 to rotate in the same direction. The clutch assembly 4 fixes the brake inner hub 7. The axis of gear 9 is fixed by the brake inner hub 7. Gear 9 rotates in the same direction as I-shaft 1 around its own axis. The clutch inner hub 3 rotates in the opposite direction under the drive of gear 9. II-shaft 5 also rotates in the opposite direction with the clutch inner hub 3.

[0032] The working principle of the clutch K3 of this utility model is as follows: When the I-shaft 1 rotates continuously under the drive of the internal combustion engine, the clutch outer hub 2 is welded to the I-shaft 1, so the clutch outer hub 2 rotates continuously. The first clutch plate (friction plate) in the clutch assembly 4 is connected to the clutch outer hub 2 by a spline, so the first clutch plate in the clutch assembly 4 also rotates continuously. When the clutch piston 41 moves to the right and presses the first clutch plate, the first clutch plate in the clutch assembly 4 presses against the second clutch plate (steel plate) and drives the second clutch plate to rotate. The second clutch plate in the clutch assembly 4 is connected to the second clutch inner hub 32 by a spline. The first clutch inner hub 31 and the second clutch inner hub 32 are connected by welding, so the second clutch plate in the clutch assembly 4 drives the clutch inner hub 3 (the first clutch inner hub 31 and the second clutch inner hub 32) to rotate. The II-shaft 5 is connected to the first clutch inner hub 31 by a spline, so it will drive the II-shaft 5 to rotate in the same direction.

[0033] Assuming the rotation direction of I-axis 1 and II-axis 5 is positive during the above process, when the clutch piston 41 moves to the left, the clutch assembly 4 is in a disengaged state. The first clutch disc in the clutch assembly 4 does not engage with the second clutch disc and cannot drive the second clutch disc to rotate. Therefore, it cannot drive the first clutch inner hub 31, the second clutch inner hub 32, and II-axis 5 to rotate. If the brake piston 81 is moved to the left at this time, the first brake pad (steel pad) and the second brake pad (friction pad) in the brake assembly 8 will be pressed together. The first brake pad in the brake assembly 8 is connected to the outer brake hub 6 by a spline, and the second brake pad in the brake assembly 8 is connected to the inner brake hub 7 by a spline. The outer brake hub 6 is fixedly connected to the gearbox housing and remains stationary. Therefore, the first and second brake pads in the brake assembly 8 and the inner brake hub 7 cannot rotate at this time. The gear 9 is assembled onto the inner brake hub 7 through a bearing. One side of the gear 9 meshes with the outer clutch hub 2, and the other side meshes with the first clutch inner hub 31. Under the action of the outer clutch hub 2, the gear 9 rotates, which in turn drives the first clutch inner hub 31 to rotate. At this time, the rotation direction of shaft II 5 is in the opposite direction (i.e., opposite to the rotation direction of shaft I 1).

[0034] The clutch K3 of this invention can change the transmission direction without the need for a parallel idler wheel. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0035] Figure 2 This is a schematic diagram of the oil circuit structure of the clutch according to a preferred embodiment of this utility model. Please refer to it as well. Figure 1 and Figure 2To achieve the engagement and disengagement of the clutch assembly 4 and the brake assembly 8, a corresponding working oil circuit needs to be set up. That is, the clutch K3 includes a clutch working oil chamber and a clutch working oil circuit connected to the clutch working oil chamber. A cavity for installing the clutch assembly 4 is formed between the clutch outer hub 2 and the clutch inner hub 3. The clutch working oil chamber is formed between the clutch piston 41 and the clutch outer hub 2.

[0036] In this embodiment, the clutch working oil circuit includes a first clutch working oil hole B1 disposed within the I-axis 1 and extending axially along the I-axis 1, and a second clutch working oil hole B2 connecting the first clutch working oil hole B1 and the clutch working oil chamber. The second clutch working oil hole B2 extends radially along the I-axis 1. The first clutch working oil hole B1 is connected to the oil circuit system outside the clutch K3, and the oil circuit system controls the entry and exit of working oil into the clutch working oil chamber. When working oil enters through the clutch working oil inlet hole B1 and then flows out through the clutch working oil outlet hole B2 into the clutch working oil chamber, it pushes the clutch piston 3 to move to the right, thereby achieving the engagement of the clutch assembly 4.

[0037] The clutch K3 also includes a brake working oil chamber and a brake working oil passage communicating with the brake working oil chamber. The brake working oil chamber is formed between the brake piston 81 and the brake outer hub 6. In this embodiment, the brake working oil passage includes a brake working oil hole D disposed on the brake outer hub 6. The brake working oil hole D penetrates the inner and outer surfaces of the brake outer hub 6. Similarly, the brake working oil hole D is also connected to the oil passage system on the outside of the clutch K3, controlling the entry and exit of working oil into the brake working oil chamber through the oil passage system. When working oil enters through the brake working oil hole D, it pushes the brake piston 81 to move to the left, thereby realizing the braking of the brake assembly 8.

[0038] To lubricate and dissipate heat from the clutch assembly 4 and brake assembly 8, a lubrication oil circuit is also required. That is, the clutch K3 includes both a clutch lubrication oil circuit and a brake lubrication oil circuit. The lubricating oil in the clutch lubrication oil circuit flows through chambers containing multiple first clutch plates and multiple second clutch plates, while the lubricating oil in the brake lubrication oil circuit flows through chambers containing multiple first brake plates and multiple second brake plates. The flowing lubricating oil carries away the heat and debris generated during the friction between the first clutch plates and the multiple second clutch plates, and between the first brake plates and the second brake plates.

[0039] Specifically, the clutch lubrication circuit includes a clutch lubrication inlet A1, a clutch lubrication transmission port A2, a clutch lubrication outlet A4, a clutch assembly lubrication inlet A5, and a clutch assembly lubrication outlet A6, which are connected in sequence. The clutch lubrication transmission port A2 is located inside the I-shaft 1 and extends along the axial direction of the I-shaft 1. The clutch lubrication inlet A1 is located at the end of the I-shaft 1 that extends from the clutch outer hub 2. The clutch lubrication inlet A1 connects the clutch lubrication transmission port A2 with the outer surface of the I-shaft 1. The clutch lubrication outlet A4 connects the clutch lubrication transmission port A2 with the chamber equipped with the clutch spring 42. The clutch assembly lubrication inlet A5 connects the chamber equipped with the clutch spring 42 with the chamber equipped with multiple first clutch plates and multiple second clutch plates. The clutch assembly lubrication outlet A6 connects the chamber equipped with multiple first brake plates and multiple second brake plates with the outer surface of the clutch outer hub 2. The clutch-side lubricating oil enters through the clutch lubrication inlet A1, flows through the clutch lubrication transmission oil hole A2, and flows out through the clutch lubrication outlet A4 to lubricate the clutch spring 42. Then, it flows through the clutch assembly lubrication inlet A5 to lubricate and cool the first and second clutch plates in the clutch assembly 4. Finally, it flows out of the clutch outer hub 2 through the clutch assembly lubrication outlet A6 to the oil circuit system located in the gearbox.

[0040] In this embodiment, shaft I1 is rotatably connected to the gearbox via a first bearing 11. The clutch lubrication circuit also includes a clutch bearing lubrication hole A3, which connects the clutch lubrication inlet hole A1 to the first bearing 11. Lubricating oil enters the first bearing 11 through the clutch bearing lubrication hole A3 to lubricate the first bearing 11.

[0041] The brake lubrication circuit includes a brake lubrication inlet C1, a brake lubrication outlet C3, a brake lubrication transmission outlet C4, a brake component lubrication inlet C5, and a brake component lubrication outlet C6. The brake lubrication inlet C1 is located within shaft II 5 and extends axially along shaft II 5. The brake inner hub 7 is rotatably mounted on shaft II 5 via a third bearing 13. The brake lubrication outlet C3 connects the brake lubrication inlet C1 to the chamber containing the third bearing 13. The brake lubrication transmission outlet C4 and the brake component lubrication inlet C5 are connected... The system includes a chamber with a third bearing 13 and a chamber with multiple first and second brake pads. A brake assembly lubrication outlet C6 connects the chamber with the multiple first and second brake pads to the outer surface of the brake hub 6. Multiple brake assembly lubrication inlets C5 and C6 are present. An oil distribution chamber (not shown in the figure) is also provided between the brake lubrication transmission port C4 and the brake assembly lubrication inlets C5. The brake lubrication transmission port C4 and the multiple brake assembly lubrication inlets C5 are all connected to the oil distribution chamber. Brake-side lubricating oil enters through the brake lubrication inlet C1, flows out through the brake lubrication outlet C3, and lubricates and cools the first and second brake pads in the brake assembly 8 via the brake lubrication transmission port C4 and the brake assembly lubrication inlet C5. Finally, it flows out of the brake hub 6 from the brake assembly lubrication outlet C6 to the oil circuit system located within the gearbox. The lubricating oil enters the oil distribution chamber through the brake lubrication transmission oil hole C4 and then flows into the chamber with multiple first brake pads and multiple second brake pads through multiple brake component lubrication oil inlets C5 to lubricate the first brake pads and the second brake pads. In this way, the lubricating oil can quickly flow through all the first brake pads and the second brake pads, forming a more stable flow field and a more uniform heat dissipation effect.

[0042] In this embodiment, the brake outer hub 6 is fixed to the gearbox, and shaft II 5 is rotatably connected to the brake outer hub 6 via the second bearing 12. The brake lubrication circuit also includes a brake bearing lubrication hole C2, which connects the brake lubrication inlet C1 to the second bearing 12. Lubricating oil enters the second bearing 12 from the brake bearing lubrication hole C2 to lubricate the second bearing 12.

[0043] This utility model also relates to a transmission system, including the aforementioned clutch K3. Other structures of the transmission system are well known in the art and will not be described in detail here.

[0044] This utility model has the following advantages compared with the prior art: 1. This clutch can change the transmission direction without the need for parallel idler pulleys. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0045] 2. In the transmission system using this clutch, the transmission chain is shorter, which reduces energy loss caused by the rotation of the transmission shaft and the meshing between gears, and improves transmission efficiency.

[0046] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present utility model. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A clutch, comprising an I-shaft (1), a clutch outer hub (2), a clutch inner hub (3), a clutch assembly (4), a II-shaft (5), a brake outer hub (6), a brake inner hub (7), and a brake assembly (8); wherein the clutch outer hub (2) is fixed to the I-shaft (1), the II-shaft (5) is fixed to the clutch inner hub (3) and coaxially arranged with the I-shaft (1), and the clutch assembly (4) is connected to the clutch outer hub (2) and the clutch inner hub (3) respectively; the brake outer hub (6) and the brake inner hub (7) are sleeved on the II-shaft (5), and the brake assembly (8) is connected to the brake outer hub (6) and the brake inner hub (7) respectively; characterized in that, The clutch also includes a plurality of gears (9), each gear (9) being fixed on the brake inner hub (7) by a bearing, and each gear (9) meshing with the clutch outer hub (2) and the clutch inner hub (3).

2. The clutch as described in claim 1, characterized in that, The clutch inner hub (3) includes a first clutch inner hub (31) and a second clutch inner hub (32) connected together. The II shaft (5) is fixed on the first clutch inner hub (31), and the gear (9) meshes with the first clutch inner hub (31). The clutch assembly (4) includes a clutch piston (41), a clutch spring (42), a plurality of first clutch plates and a plurality of second clutch plates. One end of the clutch spring (42) is fixed to the I-shaft (1), and the other end of the clutch spring (42) is connected to the clutch piston (41). The plurality of first clutch plates are fixed to the outer clutch hub (2), and the plurality of second clutch plates are fixed to the inner clutch hub (32). The clutch piston (41) can control the clutch assembly (4) to engage or disengage by abutting against or moving away from the first clutch plates.

3. The clutch as described in claim 2, characterized in that, The braking assembly (8) includes a brake piston (81), a brake reset member (82), a plurality of first brake pads and a plurality of second brake pads. The brake reset member (82) is connected to the brake piston (81). The plurality of first brake pads are connected to the outer brake hub (6). The plurality of second brake pads are connected to the inner brake hub (7). The brake piston (81) can control the braking assembly (8) to brake or release the brake by abutting or moving away from the second brake pads.

4. The clutch as described in claim 3, characterized in that, It includes a clutch working oil chamber and a clutch working oil passage connected to the clutch working oil chamber, wherein the clutch working oil chamber is formed between the clutch piston (41) and the clutch outer hub (2); It also includes a brake working oil chamber and a brake working oil passage connected to the brake working oil chamber, wherein the brake working oil chamber is formed between the brake piston (81) and the brake outer hub (6).

5. The clutch as described in claim 4, characterized in that, The clutch working oil circuit includes a first clutch working oil hole (B1) disposed in the I-axis (1) and extending along the axial direction of the I-axis (1), and a second clutch working oil hole (B2) connecting the first clutch working oil hole (B1) and the clutch working oil chamber; the brake working oil circuit includes a brake working oil hole (D) disposed in the brake outer hub (6).

6. The clutch as described in claim 3, characterized in that, It also includes a clutch lubrication circuit and a brake lubrication circuit; the lubricating oil in the clutch lubrication circuit flows through a chamber provided with a plurality of first clutch plates and a plurality of second clutch plates, and the lubricating oil in the brake lubrication circuit flows through a chamber provided with a plurality of first brake plates and a plurality of second brake plates.

7. The clutch as claimed in claim 6, characterized in that, The clutch lubrication circuit includes a clutch lubrication inlet (A1), a clutch lubrication transmission hole (A2), and a clutch lubrication outlet (A4) connected in sequence, as well as a clutch assembly lubrication inlet (A5) and a clutch assembly lubrication outlet (A6); the clutch lubrication transmission hole (A2) is disposed in the I-shaft (1) and extends along the axial direction of the I-shaft (1); the clutch lubrication inlet (A1) is connected to the outer surface of the I-shaft (1); the clutch lubrication outlet (A4) is connected to the chamber where the clutch spring (42) is provided; the clutch assembly lubrication inlet (A5) is connected to the chamber where the clutch spring (42) is provided and the chamber where multiple first clutch plates and multiple second clutch plates are provided; the clutch assembly lubrication outlet (A6) is connected to the chamber where multiple first brake plates and multiple second brake plates are provided and the outer surface of the clutch outer hub (2).

8. The clutch as claimed in claim 7, characterized in that, The I-shaft (1) is rotatably connected to the gearbox via the first bearing (11). The clutch lubrication circuit also includes a clutch bearing lubrication hole (A3), which connects the clutch lubrication inlet hole (A1) to the first bearing (11).

9. The clutch as claimed in claim 6, characterized in that, The brake lubrication circuit includes a brake lubrication inlet (C1) and a brake lubrication outlet (C3) connected in sequence, as well as a brake lubrication transmission port (C4), a brake assembly lubrication inlet (C5), and a brake assembly lubrication outlet (C6). The brake lubrication inlet (C1) is located inside the II shaft (5) and extends along the axial direction of the II shaft (5). The brake inner hub (7) is rotatably mounted on the II shaft (5) via a third bearing (13). The brake lubrication outlet (C3) connects the brake lubrication inlet (C1) with the chamber containing the third bearing (13). The brake lubrication transmission port (C4) and the brake assembly lubrication inlet (C5) connect the chamber containing the third bearing (13) with the chamber containing multiple first brake pads and multiple second brake pads. The brake assembly lubrication outlet (C6) connects the chamber containing multiple first brake pads and multiple second brake pads with the outer surface of the brake outer hub (6).

10. The clutch as claimed in claim 9, characterized in that, The brake outer hub (6) is fixed on the gearbox, and the II shaft (5) is rotatably connected to the brake outer hub (6) through the second bearing (12). The brake lubrication circuit also includes a brake bearing lubrication hole (C2), which connects the brake lubrication inlet hole (C1) to the second bearing (12).

11. A transmission system, characterized in that, Includes the clutch as described in any one of claims 1-10.

12. A vehicle, characterized in that, Includes the clutch as described in any one of claims 1-10.

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