A wet PTO clutch assembly

Abstract

The utility model provides a kind of wet PTO clutch assembly, it is equipped with clutch hub, piston, spline hub, input shaft, output shaft, working oil circuit, lubricating oil circuit, drive friction component and brake friction component, the piston is located in the inner cavity of the clutch hub;The drive friction component includes steel sheet A and friction plate A, the steel sheet A and friction plate A are alternately arranged, the steel sheet A is equipped with rubber column;The right side of the clutch hub is fixed with elastic baffle B for shaft, the left side of elastic baffle B for shaft is equipped with spring baffle, reset spring is equipped between the spring baffle and the piston.It solves the technical problem that the existing wet clutch assembly is separated in the moment of gear shifting, clutch steel sheet separation lag, causes gear shifting to be dull, affects the gear shifting fluency of vehicle.The utility model can be widely applied in power machinery.

Description

Technical Field

[0001] This utility model relates to a clutch assembly, and more particularly to a wet PTO clutch assembly. Background Technology

[0002] Traditional dry friction clutch assemblies used in automobiles, construction machinery, and tractors rely on pressing a clutch pedal to operate the disengagement mechanism, pushing and pulling the disengagement system to achieve torque output and interruption in the transmission system. This is particularly problematic in agricultural equipment and construction machinery where operators need to frequently operate the system, performing numerous steps within a short period, resulting in significant physical exertion. Furthermore, after the clutch disengages and cuts off torque output, the large rotational inertia of the load components leads to a prolonged stopping time for the load mechanism, increasing the risk of accidents. Additionally, friction during operation causes increased temperature, shortening the clutch's lifespan and increasing operating costs. In contrast, existing wet clutch assemblies generate a significant impact on the entire transmission system during rapid engagement, affecting vehicle comfort. Summary of the Invention

[0003] This invention addresses the technical problem of delayed clutch plate separation in existing wet clutch assemblies during gear shifting, which causes shifting jerks and affects the smoothness of vehicle shifting. It provides a wet PTO clutch assembly that can reduce shifting jerks and increase shifting smoothness.

[0004] Therefore, the technical solution of this utility model is a wet PTO clutch assembly, comprising a clutch hub, a piston, a splined hub, an input shaft, an output shaft, a working oil passage, a lubricating oil passage, a drive friction assembly, and a brake friction assembly. The piston is disposed in the inner cavity of the clutch hub, and a sealing ring A and a sealing ring B are provided between the piston and the clutch hub. The piston, clutch hub, sealing ring A, and sealing ring B form an annular hydraulic cavity, which is connected to the working oil passage. The drive friction assembly includes a steel plate A and a friction plate A, which are arranged alternately. A rubber post is provided on the steel plate A. A shaft elastic retaining ring B is fixed on the right side of the clutch hub, and a spring baffle is provided on the left side of the shaft elastic retaining ring B. A return spring is provided between the spring baffle and the piston. The friction plate A is radially fixed relative to the splined hub, the splined hub is fixed relative to the input shaft, and the output shaft is fixed relative to the clutch hub via splines.

[0005] Preferably, the splined hub, clutch hub, and piston together form a lubricating oil chamber, which is connected to the lubricating oil circuit, and the drive friction assembly is located inside the lubricating oil chamber.

[0006] Preferably, a thrust needle roller bearing is provided between the splined hub and the clutch hub, and thrust needle roller washers are provided on both sides of the thrust needle roller bearing, and the thrust needle roller bearing is located in the lubricating oil cavity.

[0007] Preferably, the two ends of the rubber column are planar structures.

[0008] Preferably, the braking friction assembly includes a steel sheet B and a friction plate B, which are arranged alternately. The outer circumference of the steel sheet B is symmetrically provided with lugs, which cooperate with grooves on the clutch housing.

[0009] Preferably, a baffle is provided on the right side of the drive friction assembly, and an elastic retaining ring for the hole is provided on the right side of the baffle. The elastic retaining ring for the hole is installed in the inner cavity of the clutch hub.

[0010] Preferably, the clutch hub is provided with a boss B for limiting the brake friction assembly, and the piston is provided with a boss A, which is located on the outer circle of the clutch hub.

[0011] Preferably, the piston is provided with a lubricating oil pressure relief hole, and the splined hub is provided with a lubricating oil hole B. The lubricating oil pressure relief hole is a stepped hole with a wide inlet and a narrow outlet.

[0012] Preferably, both sides of the friction plate A and friction plate B are provided with paper-based material or copper-based powder metallurgy material.

[0013] The beneficial effects of this utility model are:

[0014] (1) By adding a rubber column to the steel plate A, this application can effectively reduce the impact generated in the transmission system during engagement, increase the separation speed of the clutch assembly during gear shifting, quickly cut off power transmission, reduce the clutch half-engagement time, extend the service life of the clutch, and significantly reduce the drag torque when the clutch is disengaged.

[0015] (2) Regardless of whether the clutch is in the disengaged or engaged state, the hydraulic oil in the lubrication circuit is continuously supplied. The hydraulic oil enters the inner cavity of the clutch hub along the lubrication circuit to lubricate the friction plate A and the thrust needle roller bearing.

[0016] (3) By adding a lubricating oil pressure relief hole on the piston, excess hydraulic oil can reach the drive friction component through the lubricating oil pressure relief hole when the clutch is engaged, and exchange heat with it to reduce the temperature of the drive friction component and avoid phenomena such as burning caused by excessive temperature. At the same time, when the clutch is disengaged, the oil in the annular hydraulic chamber can also overflow from this hole to achieve the effect of rapid pressure relief and separation, thereby improving the reaction speed of the clutch and the smoothness of vehicle shifting operation.

[0017] (4) By engaging the lugs on friction plate B with the grooves on the clutch housing, friction plate B and clutch hub are in a concentric state, which can effectively reduce the harmful friction between friction plate B and clutch hub, greatly reduce the wear of friction plate B and clutch hub, and the structure is simple and easy to process. It is convenient to install and also increases the service life of the clutch. Attached Figure Description

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

[0019] Figure 2 This is a schematic diagram of the friction plate B and the housing in an embodiment of this utility model.

[0020] Explanation of symbols in the diagram:

[0021] 1. Clutch hub; 2. Piston; 3. Steel plate B; 4. Friction plate B; 5. Return spring; 6. Shaft retaining ring A; 7. Thrust needle roller washer; 8. Thrust needle roller bearing; 9. Splined hub; 10. Input shaft; 11. Shaft retaining ring B; 12. Spring baffle; 13. Hole retaining ring; 14. Baffle; 15. Steel plate A; 16. Friction plate A; 17. Seal ring A; 18. Seal ring B; 19. Output shaft; 20. Rubber column; 21. Lubricating oil hole A; 22. Oil hole A; 23. Annular hydraulic chamber; 24. Boss A; 25. Lubricating oil hole B; 26. Lubricating oil chamber; 27. Boss B; 28. Groove; 29. ​​Lug; 30. Lubricating oil pressure relief hole; 31. Working oil passage; 32. Lubricating oil passage. Detailed Implementation

[0022] The present invention will be further described below with reference to the embodiments.

[0023] like Figure 1-2 As shown, a wet PTO clutch assembly includes a working oil passage 31, a lubrication oil passage 32, a clutch hub 1, an input shaft 10, an output shaft 19, a piston 2, and a splined hub 9. The clutch hub 1 has an inner cavity, and the piston 2 is located in the inner cavity of the clutch hub 1. A sealing ring A17 and a sealing ring B18 are provided between the clutch hub 1 and the piston 2. The sealing ring A17 is located at the junction of the inner cavity of the clutch hub 1 and the outer circle of the piston 2, and the sealing ring B18 is located at the junction of the inner hole of the piston 2 and the inner cavity of the clutch hub 1. Through the above two seals, a closed annular hydraulic cavity 23 is formed between the piston 2 and the clutch hub 1, which communicates with the working oil passage 31 through an oil hole A22 on the clutch hub 1.

[0024] A drive friction assembly is provided inside the clutch hub 1 and on the right side of the piston 2. The drive friction assembly includes a steel plate A15 and a friction plate A16. The number of steel plates A15 and friction plates A16 is adjustable. Under constant working pressure, the torque transmission capability can be improved by increasing the number of drive friction assemblies. A rubber column 20 is provided on the steel plate A15. The rubber column 20 has flat structures at both ends, a columnar structure in the middle, and symmetrical conical structures at both ends. The outer circle of the conical structure at the connection with the columnar structure is larger than the outer circle of the columnar structure, forming a step for positioning, so that it can be reliably installed on the steel plate A15. The two outer end faces of the conical structure are flat, which can better contact the adjacent steel plates A15 and generate thrust when necessary, so that the steel plates A15 can be separated smoothly and quickly. Steel plates A15 and friction plates A16 are arranged alternately. A baffle 14 is also provided on the right side of the drive friction assembly. A perforated elastic retaining ring 13 is provided on the right side of the baffle 14. The perforated elastic retaining ring 13 is installed in the inner cavity of the clutch hub and is used to limit the drive friction assembly and the baffle 14. The gap between the friction plate A16 and the steel plate A15 can be adjusted by adjusting the thickness of the baffle 14. The internal spline on the friction plate A16 is connected to the external spline on the splined hub 9, and the internal spline on the splined hub 9 is connected to the external spline on the input shaft 10. Therefore, the friction plate A16 is indirectly connected to the input shaft 10. The steel plate A15 is radially fixed relative to the clutch hub 1, but can move axially. The friction plate A16 is radially fixed relative to the splined hub 9, and the splined hub 9 is radially fixed relative to the input shaft 10. Therefore, the friction plate A16 is radially fixed relative to the input shaft 10, but can move axially.

[0025] A braking friction assembly is provided on the outer circumference of the clutch hub 1 and the left side of the piston 2, including a steel plate B3 and a friction plate B4. The steel plate B3 and the friction plate B4 are arranged alternately and are limited by a boss B27 on the right side of the clutch hub 1. The number of friction assemblies is adjustable. The friction plate B4 is provided with a lug 29, which engages with a groove 28 on the clutch housing to ensure that the friction plate B4 can move axially but cannot rotate with the clutch hub 1, thus achieving radial fixation of the friction plate B4. The lug 29 adopts a symmetrical double-ear structure, which can keep the friction plate B4 and the clutch hub 1 concentric, reduce harmful friction between the friction plate B4 and the clutch hub 1, and increase the service life of the clutch.

[0026] Both sides of friction plate A16 and friction plate B4 are provided with paper-based material or copper-based powder metallurgy material with a high coefficient of friction.

[0027] A shaft-mounted elastic retaining ring B11 is fixed to the small end of the right side of the clutch hub 1. A spring baffle 12 is provided on the left side of the shaft-mounted elastic retaining ring B11. A return spring 5 is provided between the spring baffle 12 and the piston 2. The shaft-mounted elastic retaining ring B11 is used to limit the spring baffle 12 and the return spring 5. A thrust needle roller bearing 8 and a thrust needle roller washer 7 are provided between the clutch hub 1 and the splined hub 9. The thrust needle roller bearing 8 is located between the two thrust needle roller washers 7. A boss A 24 is provided on the piston 2. The boss A 24 is located on the outer circle of the clutch hub 1 near the steel plate B 3. When the piston 2 moves to the left and presses the steel plate B 3, the steel plate B 3 and the friction plate B 4 are pressed together, thereby generating friction and providing braking torque for the clutch. A shaft-mounted elastic retaining ring A 6 is fixed to the left side of the brake friction assembly for limiting the brake friction assembly. The clutch hub 1 is equipped with an output shaft 19. The clutch hub 1 is equipped with an internal spline, which is connected to the external spline on the output shaft 19 to achieve the purpose of outputting torque.

[0028] The working principle of the wet PTO clutch assembly is as follows: The hydraulic control system provides an electrical signal for clutch engagement, which controls the solenoid valve to supply oil to the working oil circuit 31. The hydraulic oil enters the annular hydraulic chamber 23 formed by the clutch hub 1 and the piston 2 through the oil hole A 22 from the oil inlet. This pushes the piston 2 to move to the right against the clamping force of the return spring 5, pressing the steel plate A15, friction plate A 16 and baffle 14 together, putting them in the engaged state. The rubber pillar 20 at the lug of the steel plate A15 is gently compressed, converting kinetic energy into elastic potential energy, accumulating energy and reducing the impact generated in the transmission system during engagement. At the same time, the piston 2 moves to the right, and its own boss A 24 no longer presses against the braking friction assembly. The steel plate B 3 and friction plate B 4 are in the separated state, causing the clutch to disengage from the braking state. The friction between steel plate A15 and friction plate A16 connects the input shaft 19 to the clutch hub 1 via the splined hub 9, forming a single unit. Torque is transmitted from the input shaft 10 through the splined hub 9 and the drive friction assembly to the clutch hub 1. The internal spline on the clutch hub 1 connects to the external spline on the output shaft 19 to output power. When shifting gears or braking is required, the hydraulic control system provides an electrical signal for clutch disengagement. This signal controls the solenoid valve to stop supplying oil to the working oil circuit 31, releasing the pressure in the annular hydraulic chamber 23. The piston 2 moves to the left under the spring force of the return spring 5, causing the rubber column 20 on steel plate A15 to quickly and smoothly extend, converting elastic potential energy into kinetic energy. This reduces impact and creates a gap between steel plate A15 and friction plate A16 until they are completely separated, putting the clutch in a disengaged state with no friction between them, thus interrupting torque transmission. Simultaneously, the piston 2 moves to the left, and its built-in boss A24 presses against the braking friction assembly. Steel plate B3 and friction plate B4 are engaged, generating friction to provide braking torque to the clutch, achieving the braking purpose.

[0029] Regardless of whether the clutch is engaged or disengaged, hydraulic oil is continuously supplied to the lubrication circuit. Specifically, the hydraulic control system controls the solenoid valve to supply oil to the lubrication circuit 32. The hydraulic oil flows along the lubrication circuit 32 through the lubrication hole A 21 into the lubrication chamber 26. A small portion of the oil lubricates the thrust needle roller washer 7 and the thrust needle roller bearing 8, while the majority of the oil is thrown into the outer drive friction assembly through the lubrication hole B 25 at the splined hub 9. The friction material surfaces on both sides of the friction plate A16 have lubrication grooves of a certain depth. The lubrication oil exchanges heat between the friction plate A16 and the steel plate A15 through these grooves. The lubrication oil flows back to the bottom of the oil sump through the return groove of the clutch hub 1, thus completing one lubrication and cooling cycle. This cycle is repeated continuously, ensuring that the temperature of the steel plate A15 and the friction plate A16 remains within a reasonable range. This effectively prevents the drive friction assembly from overheating due to frequent clutch switching, thus extending the service life of the clutch.

[0030] The rubber pillar 20 added to the steel plate A15 in this application can effectively reduce the impact generated in the transmission system during clutch engagement, improve the clutch assembly disengagement speed, quickly cut off power transmission, reduce clutch half-engagement time, and significantly reduce the drag torque during clutch disengagement. The addition of a lubricating oil pressure relief hole 30 to the piston 2 can effectively prevent burning caused by excessive temperature, extend the clutch's service life, improve the clutch's response speed, and enhance the smoothness of vehicle gear shifting. A pair of lugs 29 on the friction plate B4, which cooperate with the clutch housing groove 28, allow the friction plate B4 to be concentric with the clutch hub 1, effectively reducing harmful friction between the friction plate B4 and the clutch hub 1, further extending the clutch's service life.

[0031] However, the above description is only a specific embodiment of this utility model and should not be construed as limiting the scope of implementation of this utility model. Therefore, any substitution of equivalent components or equivalent changes and modifications made in accordance with the scope of protection of this utility model should still fall within the scope of the claims of this utility model.

Claims

1. A wet PTO clutch assembly, characterized in that, The device comprises a clutch hub, a piston, a splined hub, an input shaft, an output shaft, a working oil passage, a lubrication oil passage, a drive friction assembly, and a brake friction assembly. The piston is disposed within the inner cavity of the clutch hub, and a sealing ring A and a sealing ring B are provided between the piston and the clutch hub. The piston, clutch hub, sealing ring A, and sealing ring B form an annular hydraulic chamber, which is connected to the working oil passage. The drive friction assembly includes a steel plate A and a friction plate A, which are arranged alternately. A rubber post is provided on the steel plate A. A shaft elastic retaining ring B is fixed on the right side of the clutch hub, and a spring baffle is provided on the left side of the shaft elastic retaining ring B. A return spring is provided between the spring baffle and the piston. The friction plate A is radially fixed relative to the splined hub, the splined hub to the input shaft, and the output shaft to the clutch hub via splines.

2. The wet PTO clutch assembly according to claim 1, characterized in that, The splined hub, clutch hub, and piston together form a lubricating oil chamber, which is connected to the lubricating oil circuit, and the drive friction assembly is located inside the lubricating oil chamber.

3. The wet PTO clutch assembly according to claim 1, characterized in that, A thrust needle roller bearing is provided between the splined hub and the clutch hub, and thrust needle roller washers are provided on both sides of the thrust needle roller bearing. The thrust needle roller bearing is located in the lubricating oil cavity.

4. The wet PTO clutch assembly according to claim 1, characterized in that, The rubber column has planar structures at both ends.

5. The wet PTO clutch assembly according to claim 1, characterized in that, The braking friction assembly includes a steel sheet B and a friction plate B, which are arranged alternately. The outer circumference of the steel sheet B is symmetrically provided with lugs, which cooperate with the grooves on the clutch housing.

6. The wet PTO clutch assembly according to claim 1, characterized in that, The drive friction assembly has a baffle plate on its right side, and a retaining ring for the hole is provided on the right side of the baffle plate. The retaining ring for the hole is installed in the inner cavity of the clutch hub.

7. The wet PTO clutch assembly according to claim 1, characterized in that, The clutch hub is provided with a boss B for limiting the brake friction assembly, and the piston is provided with a boss A, which is located on the outer circle of the clutch hub.

8. The wet PTO clutch assembly according to claim 1, characterized in that, The piston is provided with a lubricating oil pressure relief hole, and the splined hub is provided with a lubricating oil hole B. The lubricating oil pressure relief hole is a stepped hole with a wide inlet and a narrow outlet.

9. The wet PTO clutch assembly according to claim 5, characterized in that, Both sides of the friction plate A and friction plate B are provided with paper-based material or copper-based powder metallurgy material.

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