CN210068789U

CN210068789U - Clutch, clutch assembly, double-clutch structure and two-gear automatic transmission for transmission

Info

Publication number: CN210068789U
Application number: CN201821812703.4U
Authority: CN
Inventors: 吴潇潇; 石刚
Original assignee: Green Biography (beijing) Technology Co Ltd
Current assignee: Lvchuan (Beijing) Automotive Technology Co.,Ltd.
Priority date: 2018-11-05
Filing date: 2018-11-05
Publication date: 2020-02-14
Anticipated expiration: 2028-11-05

Abstract

The utility model provides a clutch, clutch assembly, two separation and reunion structures and two keep off automatic gearbox for derailleur. The utility model discloses a clutch for derailleur includes initiative end, passive end and execution end, and the execution end is used for the joint with initiative end and passive end selectivity, and the initiative end supports on the shell of derailleur through two bearings. The utility model discloses a set up the initiative end that two bearings supported the clutch, compare in only leaning on a support, can guarantee clutch supporting rigidity, avoid taking place to interfere at rotatory in-process between clutch and the gearbox housing to promote the reliability, can avoid the error of axle processing to cause the influence to the clutch assembly simultaneously.

Description

Clutch, clutch assembly, double-clutch structure and two-gear automatic transmission for transmission

Technical Field

The utility model relates to an automotive transmission technical field especially relates to a clutch for derailleur, and adopt clutch assembly, double clutch structure and corresponding derailleur of this clutch.

Background

The development of energy-saving and new energy automobiles becomes a necessary choice of energy strategies in China, the current key point is to promote the industrialization of pure electric automobiles and plug-in hybrid electric automobiles, popularize non-plug-in hybrid electric automobiles and energy-saving internal combustion engine automobiles, and promote the overall technical level of the automobile industry in China.

At present, the following schemes are mainly adopted for the speed change of the electric automobile. Firstly, a fixed reduction ratio is adopted; the second scheme is that a two-gear transmission is adopted; and the third scheme is that the speed changer of the traditional fuel vehicle is adopted for speed change. Because the motor has the characteristic of high efficiency and wide range, the transmission of the traditional fuel vehicle generally has four to seven gears, and the transmission is large and small when used for the speed change of a pure electric vehicle. If a fixed reduction ratio is used, the transmission system is simple in structure, but the disadvantages of poor acceleration performance and climbing performance are generated. Therefore, a two-speed transmission has been proposed, which achieves a good starting performance with a large reduction ratio during low-speed running and satisfies the requirement of the maximum vehicle speed with a small reduction ratio during high-speed running.

The existing two-gear transmission comprises a first-gear clutch and a second-gear clutch, wherein the first-gear clutch and the second-gear clutch are both multi-plate friction clutches. As shown in fig. 1, taking the first-speed clutch as an example, the driving end of the first-speed clutch includes an outer hub support 15, an outer hub 16, a first dual plate 21, a second dual plate 23, a third dual plate 25, a fourth dual plate 27, a fifth dual plate 29, a sixth dual plate 31, and an outer hub retainer 32, and the driven end of the first-speed clutch includes a first friction plate 22, a second friction plate 24, a third friction plate 26, a fourth friction plate 28, a fifth friction plate 30, and an inner hub 33. The actuating end of the one-gear clutch comprises a clutch piston cavity P1, a piston 17, a spring set 18, a spring set mounting seat 19 and an outer hub support retainer ring 20, and can selectively engage the driving end and the driven end of the clutch to temporarily connect the input shaft of the input shaft assembly and the driving gear of the input shaft assembly, thereby realizing the function of transmitting torque.

However, one end of the existing clutch close to the driving motor is mounted and supported on the transmission housing only through the first bearing 6, and the rigidity of the clutch support is not high, so that interference between the clutch outer hub and the box body can occur in the rotating process, and the working reliability of the clutch and the transmission is affected.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problem, the utility model provides a clutch for derailleur, including initiative end, passive end and execution end, the execution end is used for the joint with initiative end and passive end selectivity, the initiative end supports on the shell of derailleur through two bearings.

According to a preferred embodiment of the invention, the driving end of the clutch comprises an outer hub, which is supported on the housing of the transmission by means of two bearings.

According to a preferred embodiment of the invention, the driven end of the clutch is supported on the input shaft of the transmission.

According to a preferred embodiment of the invention, one of the two bearings is close to the input shaft.

According to a preferred embodiment of the invention, the two bearings are located on different steps of the housing of the transmission.

The utility model also provides a clutch assembly, including aforementioned clutch.

The utility model also provides a two keep off double clutch structure, keep off the clutch and keep off the clutch including one, keep off the clutch and keep off that the clutch is preceding from the complete gear.

The utility model discloses still provide a two keep off automatic gearbox, keep off double clutch structure including aforementioned two.

The utility model discloses a set up the initiative end that two bearings supported the clutch, compare in only leaning on a support, can guarantee clutch supporting rigidity, avoid taking place to interfere at rotatory in-process between clutch and the gearbox housing to promote the reliability, can avoid the error of axle processing to cause the influence to the clutch assembly simultaneously.

Drawings

FIG. 1 is a schematic illustration of a prior art clutch for a transmission;

FIG. 2 is a schematic structural diagram of a clutch for a transmission according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a dual clutch configuration according to an embodiment of the present invention;

fig. 4 is an operational schematic diagram of a two-speed automatic transmission according to an embodiment of the present invention.

Detailed Description

In general, the present disclosure is directed to a clutch for a transmission including an active end, a passive end, and an actuator end for selectively engaging the active end and the passive end. The utility model provides a with the initiative end through two bearing support on the shell of derailleur. The driving end usually comprises an outer hub, or also comprises a bearing seat of the outer hub, etc., the utility model provides a bearing seat of this outer hub or outer hub is supported on the shell of the speed changer through two bearings. Compare in current clutch and only rely on a bearing to support, can guarantee the supporting rigidity of clutch, avoid taking place to interfere at the rotation in-process between clutch outer hub and the gearbox housing to promote the reliability, simultaneously, can avoid the error of axle processing to cause the influence to the clutch assembly.

The driven end of the clutch is typically supported on the input shaft of the transmission, whereby one of the two bearings in the present invention is closer to the stopped input shaft for better support, while the other end is further away from the input shaft. Furthermore, to facilitate the engagement of the clutch with the transmission housing, it is preferred that the two bearings are located on different steps of the transmission housing.

Fig. 2 is a schematic structural diagram of a clutch for a transmission according to an embodiment of the present invention. As shown in fig. 2, the driving end of the clutch includes an outer hub 16 (including an outer hub carrier), and a plurality of dual plates 21. The driven end of the clutch includes a plurality of friction plates 22 and an inner hub 33. The actuating end comprises a piston cavity P1, a piston 17, a spring group 18 and a spring group mounting seat 19. The actuating end of the clutch can selectively joint the driving end and the driven end of the clutch, and temporarily connect the input shaft of the input shaft assembly and the driving gear of the input shaft assembly, thereby realizing the function of transmitting torque. One end of the outer hub 16 remote from the input shaft 2 is supported on the transmission housing 1 by a first bearing 6, and one end of the outer hub 16 close to the input shaft 2 is supported on the transmission housing 1 by a second bearing 7. As can also be seen from this fig. 2, the part of the housing 1 of the transmission close to the input shaft and the clutch has a plurality of steps. In order to cooperate with the setting, the utility model discloses an outer hub of clutch also has a plurality of steps, and first bearing 6 and second bearing 7 set up on the step of difference, this kind of design can make the clutch listen the more firm of initiative end.

Fig. 3 is a schematic structural view of a dual clutch according to an embodiment of the present invention. As shown, the dual clutch structure includes a first gear clutch assembly c1 and a second gear clutch assembly c2, a first gear drive gear 3 and a second gear drive gear 4. The first gear clutch assembly c1, the first gear driving gear 3, the second gear driving gear 4 and the second gear clutch assembly c2 are sequentially arranged to be sleeved on the input shaft 2. Wherein, one keeps off the clutch assembly and all adopt preceding the utility model discloses a clutch, the driving end of clutch respectively supports on the casing 1 of derailleur through two bearings promptly, and the passive end then supports on the input shaft. According to the utility model discloses, the passive end of each clutch includes interior hub, and its interior hub passes through key and splined connection in input shaft.

The first gear driving gear 3 and the second gear driving gear 4 are respectively decoupled from each other in rotation speed through the input shaft 2, the clutch assembly c1 is closed, when the clutch assembly c2 is opened, power and torque are transmitted from the input shaft 2 to the first gear driving gear 3, and similarly, the clutch assembly c1 is opened, when the clutch assembly c2 is closed, power and torque are transmitted from the input shaft 2 to the second gear driving gear 4.

Fig. 4 is an operational schematic diagram of a two-speed automatic transmission according to an embodiment of the present invention. As shown in fig. 4, the two-speed automatic transmission includes an input shaft assembly I, a counter shaft assembly M, an output shaft assembly O, and a housing 1. The rotation center lines of the input shaft assembly I, the intermediate shaft assembly M and the output assembly O are parallel, and the input shaft assembly I, the intermediate shaft assembly M and the output assembly O are all arranged on the shell. The input shaft assembly I comprises an input shaft, a first-gear driving gear shaft, a second-gear driving gear shaft, a first-gear shifting actuating mechanism A1, a second-gear shifting actuating mechanism A2, a first-gear clutch assembly C1, a second-gear clutch assembly C2 and the like. The output assembly O comprises a driven gear of a main speed reducer, a differential assembly and the like. Wherein, one keeps off clutch assembly and constitute two separation and reunion structures, it adopts as before the utility model discloses a two separation and reunion structures.

The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above-mentioned embodiments are only specific embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims

1. A clutch for a transmission comprising an active end, a passive end and an actuator end for selectively engaging the active and passive ends, wherein the active end is supported on a housing of the transmission by two bearings, the active end of the clutch comprising an outer hub supported on the housing of the transmission by two bearings.

2. A clutch for a transmission as described in claim 1, wherein the passive end of the clutch is supported on the input shaft of the transmission.

3. The clutch for a transmission of claim 2, wherein one of the two bearings is proximate the input shaft.

4. The clutch for a transmission of claim 2, wherein the two bearings are located on different steps of a housing of the transmission.

5. A clutch assembly comprising a clutch as claimed in any one of claims 1 to 4.

6. A double clutch structure comprising a first-gear clutch and a second-gear clutch, both the first-gear clutch and the second-gear full clutch being the clutches according to any one of claims 1 to 4.

7. A two-speed automatic transmission characterized by comprising the double clutch structure of claim 6.