CN215370918U - Transmission and automobile - Google Patents
Transmission and automobile Download PDFInfo
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- CN215370918U CN215370918U CN202121840078.6U CN202121840078U CN215370918U CN 215370918 U CN215370918 U CN 215370918U CN 202121840078 U CN202121840078 U CN 202121840078U CN 215370918 U CN215370918 U CN 215370918U
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Abstract
The utility model discloses a transmission and an automobile, wherein the transmission comprises a shell, a clutch and a cooling liquid control module, wherein the clutch is arranged in the shell and is provided with a cooling flow channel. The cooling liquid control module comprises an input flow path, a first flow path, a second flow path, a first throttling structure and an electromagnetic valve, wherein one end of the first flow path is communicated with the input flow path, the other end of the first flow path is communicated with the cooling flow path, one end of the second flow path is communicated with the input flow path, and the other end of the second flow path is communicated with the cooling flow path or the first flow path. The first throttling structure is arranged on the first flow path, the electromagnetic valve is arranged on the second flow path, the electromagnetic valve is in an open state when the gear shifting working condition is met, the input flow path is communicated with the cooling flow path through the first flow path and the second flow path, the electromagnetic valve is in a closed state when the gear shifting working condition is not met, the second flow path is in a cut-off state, and the input flow path is communicated with the cooling flow path through the first flow path. The technical scheme of the utility model can fully utilize the cooling liquid to cool the part with large cooling demand so as to improve the efficiency of the transmission.
Description
Technical Field
The utility model relates to the technical field of transmission cooling, in particular to a transmission and an automobile.
Background
At present, in some hybrid electric vehicles, a multi-gear scheme is adopted for a transmission, and a planetary mechanism and a clutch are adopted for realizing the multi-gear transmission.
At present, when a cooling oil path is arranged on a transmission, two flow paths are generally arranged, wherein one flow path flows to a brake friction plate and a brake steel sheet of the transmission, and the other flow path flows to a motor, a shaft tooth, a gear and other positions. So when the operating mode of shifting and the operating mode of not shifting, the cooling oil mass that flows to the clutch is all the same, if the cooling oil mass that flows to the clutch when the operating mode of shifting can just satisfy clutch cooling demand, then when the relatively less non-of cooling demand of clutch shifts, the cooling oil mass that flows to the clutch can be too much. At the moment, the cooling requirements of the motor, the shaft teeth, the gears and the like are large, but the cooling flow flowing to the motor, the shaft teeth, the gears and the like is always fixed, so that redundant cooling oil flowing to the clutch cannot be fully utilized to cool the parts with the large cooling requirements, the heat dissipation effects of the motor, the shaft teeth, the gears and the like are poor, and the efficiency of the transmission is low.
SUMMERY OF THE UTILITY MODEL
The utility model mainly aims to provide a transmission, which aims to fully utilize cooling liquid to cool a part with a large cooling requirement so as to improve the efficiency of the transmission.
To achieve the above object, the present invention proposes a transmission comprising:
a housing;
the clutch is arranged in the shell and provided with a cooling flow passage; and
the cooling liquid control module comprises an input flow path, a first flow path, a second flow path, a first throttling structure and an electromagnetic valve, wherein the input flow path is used for inputting cooling liquid, one end of the first flow path is communicated with the input flow path, the other end of the first flow path is communicated with the cooling flow path, one end of the second flow path is communicated with the input flow path, and the other end of the second flow path is communicated with the cooling flow path or the first flow path;
the first throttling structure is arranged on the first flow path, the first flow path forms throttling at the position of the first throttling structure, the electromagnetic valve is arranged on the second flow path, the transmission has a gear shifting working condition and a non-gear shifting working condition, the electromagnetic valve is in an open state, the input flow path is communicated with the cooling flow path through the first flow path and the second flow path, the electromagnetic valve is in a closed state and the second flow path is in a cut-off state under the non-gear shifting working condition, and the input flow path is communicated with the cooling flow path through the first flow path.
Optionally, the electromagnetic valve is a proportional electromagnetic valve, and the transmission has a regulation condition in which the flow rate of the coolant flowing from the second flow path to the cooling flow path is controlled by regulating the proportional electromagnetic valve; and/or the first throttling structure is a throttling hole arranged on the outer shell.
Optionally, the first flow path includes a first liquid passing hole formed in the housing, and the first liquid passing hole communicates the input flow path and the cooling flow path; and/or the presence of a gas in the gas,
the second flow path comprises a second liquid passing hole formed in the shell, and the second liquid passing hole is communicated with the input flow path and the cooling flow path.
Optionally, the clutch includes a clutch mechanism and a brake mechanism, and both the clutch mechanism and the brake mechanism are disposed in the housing;
the cooling flow channel comprises a first flow channel and a second flow channel, one end of the first flow channel is communicated with the first flow channel and the second flow channel, the other end of the first flow channel is communicated with the space where the braking mechanism is located, one end of the second flow channel is communicated with the first flow channel and the second flow channel, and the other end of the second flow channel is communicated with the space where the clutch mechanism is located.
Optionally, the transmission further comprises a second throttling structure, and the second throttling structure is arranged in the first flow passage; and/or the transmission also comprises a third throttling structure, and the third throttling structure is arranged in the second flow passage.
Optionally, the brake mechanism includes an inner brake hub, an outer brake hub and a brake friction assembly, the inner brake hub is connected to a rotating component of the transmission, the outer brake hub is connected to the housing and located at an outer periphery of the inner brake hub, the brake friction assembly is disposed between the inner brake hub and the outer brake hub, and the first flow passage is communicated with a space where the brake friction assembly is located;
the cooling flow passage further comprises at least two liquid discharge holes arranged in the brake outer hub, and the liquid discharge holes are communicated with the space where the brake friction assembly is located.
Alternatively, the drain hole may be inclined downward in a direction from the inner circumferential surface to the outer circumferential surface of the brake outer hub.
Optionally, the brake friction assembly includes a plurality of brake friction plates and a plurality of brake steel sheets, the plurality of brake friction plates and the plurality of brake steel sheets are sequentially and alternately distributed in the axial direction of the brake outer hub, the brake outer hub is provided with a first key groove extending along the axial direction of the brake outer hub, the outer periphery of each brake steel sheet is provided with a first limiting tooth, the first limiting tooth is slidably mounted in the first key groove, the brake inner hub is provided with a second key groove extending along the axial direction of the brake inner hub, the inner periphery of each brake friction plate is provided with a second limiting tooth, and the second limiting tooth is slidably mounted in the second key groove; wherein the content of the first and second substances,
the addendum face of first spacing tooth is equipped with first cistern of crossing, first cistern of crossing is followed the axial extension of braking outer hub, and is that both ends link up the setting: and/or the tooth crest of the second limiting tooth is provided with a second liquid passing groove, and the second liquid passing groove extends along the axial direction of the brake inner hub and is provided with two ends in a penetrating way.
Optionally, the first limit tooth is spaced from the groove wall of the first key groove to form a first liquid passing gap; and/or the presence of a gas in the gas,
the second limiting tooth is spaced from the groove wall of the second key groove to form a second liquid passing gap; and/or the presence of a gas in the gas,
the brake friction plate comprises an annular plate body and a plurality of friction parts arranged on the annular plate body, the friction parts are arranged on the surface of the annular plate body facing the brake steel sheet, the annular plate body is circumferentially distributed at intervals, and a third liquid passing gap is formed between every two adjacent friction parts.
The utility model also provides an automobile comprising the transmission.
According to the technical scheme, the first flow path and the second flow path are arranged between the cooling liquid input flow path and the cooling flow path of the clutch, the first throttling structure is arranged on the first flow path, and the electromagnetic valve is arranged on the second flow path. So when the clutch is in the great operating mode of shifting of cooling demand, can open the solenoid valve, make a large amount of coolant liquid flow to the cooling runner of clutch simultaneously through first flow path and second flow path to take away the heat that produces in the clutch when shifting fast, guarantee the stability and the reliability of clutch at the in-process of shifting. And when the clutch is in the less non-operating mode of shifting of cooling demand, can close the solenoid valve for can through the cooling runner of first flow path flow direction clutch of a small amount of coolant liquid that can satisfy clutch cooling demand, can reduce the drag torque when avoiding appearing dry friction in the clutch, and then improve the efficiency of derailleur. The situation that when the clutch is in a non-shifting working condition with low cooling demand, too much cooling liquid flows to the clutch to cause waste can be avoided, and at the moment, more cooling liquid can be discharged to other positions needing cooling. This scheme can be according to the cooling demand regulation coolant flow of clutch under different states promptly, that is, can be according to the cooling demand distribution coolant liquid of clutch under different states, when the cooling demand is few, reduce the coolant flow of the less part of flow direction cooling demand, when the cooling demand is great, make more coolant liquid flow direction cooling demand big part, can make full use of coolant liquid cool off the big part of cooling demand, promote the whole radiating effect of derailleur, guarantee the reliability of complete machine, can improve the efficiency of derailleur.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of an embodiment of a transmission of the present invention;
FIG. 2 is a schematic structural view of a brake outer hub of the brake mechanism of FIG. 1;
FIG. 3 is a schematic structural view of a brake steel plate of the brake mechanism of FIG. 1;
FIG. 4 is a schematic structural view of a brake lining of the braking mechanism of FIG. 1.
The reference numbers illustrate:
the implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that if directional indications (such as up, down, left, right, front, and back … …) are involved in the embodiment of the present invention, the directional indications are only used to explain the relative positional relationship between the components, the movement situation, and the like in a specific posture, and if the specific posture is changed, the directional indications are changed accordingly.
In addition, if there is a description of "first", "second", etc. in an embodiment of the present invention, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, the meaning of "and/or" appearing throughout is to include three juxtapositions, exemplified by "A and/or B," including either the A or B arrangement, or both A and B satisfied arrangement. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
The utility model provides a transmission which is used for automobiles, such as new energy automobiles (pure electric vehicles or hybrid electric vehicles).
In an embodiment of the present invention, referring to fig. 1, the transmission includes a housing, a clutch 10 and a coolant control module 20, the clutch 10 is disposed in the housing, the clutch 10 is provided with a cooling flow channel 13, the coolant control module 20 includes an input flow channel 21, a first flow channel 22, a second flow channel 23, a first throttling structure 25 and an electromagnetic valve 24, the input flow channel 21 is used for inputting a coolant, one end of the first flow channel 22 is communicated with the input flow channel 21, the other end of the first flow channel 22 is communicated with the cooling flow channel 13, one end of the second flow channel 23 is communicated with the input flow channel 21, and the other end of the second flow channel 23 is communicated with the cooling flow channel 13 or the first flow channel 22.
The first throttle structure 25 is provided in the first flow path 22, the first flow path 22 forms a throttle at the first throttle structure 25, the electromagnetic valve 24 is provided in the second flow path 23, and the transmission has a shift operating mode in which the electromagnetic valve 24 is in an open state and the input flow path 21 is in communication with the cooling flow path 13 through the first flow path 22 and the second flow path 23 (the input flow path 21 can be in communication with the cooling flow path 13 through the first flow path 22 and can also be in communication with the cooling flow path 13 through the second flow path 23), and a non-shift operating mode in which the electromagnetic valve 24 is in a closed state and the second flow path 23 is in a blocked state and the input flow path 21 is in communication with the cooling flow path 13 through the first flow path 22.
In the present embodiment, when the other end of the second flow path 23 communicates with the first flow path 22, that is, the other end of the second flow path 23 communicates with the portion of the first flow path 22 located between the first throttling structure 25 and the cooling flow path 13, that is, the portion of the first flow path 22 where the first throttling structure 25 is provided and the portion of the second flow path 23 where the solenoid valve 24 is provided are provided in parallel.
When the transmission is used in an automobile, the input flow path 21 is used to communicate with a coolant source so that the coolant in the coolant source can flow to the first flow path 22 and the second flow path 23 through the input flow path 21. The first throttle structure 25 of the first flow path 22 is in a normally open state, that is, the first throttle structure 25 is in a communication state in both the shift operating condition and the non-shift operating condition. In the non-shift operating mode, the electromagnetic valve 24 is closed, so that the second flow path 23 is disconnected, and at the moment, the cooling liquid can only flow to the cooling flow path 13 of the clutch 10 through the first flow path 22, so that the temperature of the clutch 10 is reduced. And in the working condition of shifting, the electromagnetic valve 24 is opened to enable the second flow path 23 to be conducted, at this time, the cooling liquid can flow to the cooling flow path 13 through the first flow path 22 or flow to the cooling liquid path through the second flow path 23, so that the flow rate of the cooling liquid flowing to the clutch 10 can be increased, and the heat dissipation effect of the clutch 10 is improved.
Specifically, during a gear shifting operation, since the friction joint between the friction plate and the steel plate in the clutch generates a large amount of heat, the cooling requirement of the clutch 10 is relatively large, and at this time, the electromagnetic valve 24 may be opened, so that the cooling fluid flows to the cooling flow channel 13 through the first flow channel 22 and the second flow channel 23 simultaneously, and a large amount of cooling fluid flows to the clutch 10 to rapidly take away the heat generated in the clutch 10 during the gear shifting operation. And in the non-gear-shifting working condition, the cooling requirement of the clutch 10 is relatively small, the electromagnetic valve 24 can be closed, and the cooling liquid only flows to the cooling flow channel 13 through the first flow channel 22, so that the cooling liquid flowing to the cooling flow channel 13 can meet the cooling requirement of the clutch 10, waste caused by excessive cooling liquid flowing to the clutch 10 in the non-gear-shifting working condition is avoided, and the dragging torque of the brake friction plate 114 in the clutch 10 can be reduced. More cooling liquid can be discharged to other positions needing cooling, such as a motor, a bearing, a gear and the like, so that the heat dissipation effect of the motor, the shaft teeth, the gear and the like is improved.
The present invention is configured such that a first flow path 22 and a second flow path 23 are provided between a coolant input flow path 21 and a cooling flow path 13 of a clutch 10, a first throttle structure 25 is provided in the first flow path 22, and a solenoid valve 24 is provided in the second flow path 23. Therefore, when the clutch 10 is in a gear shifting working condition with a large cooling demand, the electromagnetic valve 24 can be opened, a large amount of cooling liquid flows to the cooling flow channel 13 of the clutch 10 through the first flow channel 22 and the second flow channel 23 at the same time, the cooling flow is increased, a large amount of heat generated in the clutch 10 during gear shifting is taken away quickly, and the stability and the reliability of the clutch 10 during the gear shifting process are ensured. When the clutch 10 is in the non-shifting working condition with a small cooling demand, the electromagnetic valve 24 can be closed, so that a small amount of cooling liquid capable of meeting the cooling demand of the clutch 10 can flow to the cooling flow channel 13 of the clutch 10 through the first flow path 22, dry friction in the clutch 10 is avoided, meanwhile, the dragging torque can be reduced, and further, the efficiency of the transmission is improved. The situation that when the clutch 10 is in the non-shifting working condition with smaller cooling requirement, too much cooling liquid flows to the clutch 10 to cause waste can be avoided, and at the moment, more cooling liquid can be discharged to other positions needing cooling. This scheme can be according to the cooling demand regulation coolant flow that flows to clutch 10 under the different states of clutch 10 promptly, that is, can be according to clutch 10 cooling demand distribution coolant under the different states, when the cooling demand, reduce the coolant flow of the less part of flow direction cooling demand, when the cooling demand is great, make more coolant flows to the big part of cooling demand, can make full use of coolant cool off the big part of cooling demand, promote the whole radiating effect of derailleur, guarantee the reliability of complete machine, can improve the efficiency of derailleur.
In one embodiment, the solenoid valve 24 is a proportional solenoid valve, and the transmission has a regulation mode in which the flow rate of the coolant flowing from the second flow path 23 to the cooling flow path 13 is controlled by the proportional solenoid valve. Specifically, the electromagnetic proportional valve may adjust the flow rate of the coolant passing through the second flow path 23, and for example, the current value of the electromagnetic proportional valve may be set to be between 0mA and 1400mA, when the current value of the electromagnetic proportional valve is 0mA, that is, the electromagnetic proportional valve is in a closed state, and when the current value of the electromagnetic proportional valve is larger, that is, the opening degree of the electromagnetic proportional valve is larger, the flow rate of the coolant flowing through the electromagnetic proportional valve is gradually larger. When the electromagnetic proportional valve is adopted, the flow of the cooling liquid flowing through the second flow path 23 can be conveniently adjusted, so that the electromagnetic proportional valve is matched with the first throttling structure 25 to set the flow according to the cooling requirement of the clutch 10, and the condition that the excessive cooling liquid flows to the clutch 10 to cause waste is avoided. When the electromagnetic proportional valve is adopted, the flow can be distributed according to the thermal model of the clutch and needs, and the condition that the dragging is influenced due to too large flow is avoided while the cooling requirement is met. Of course, in other embodiments, the solenoid valve 24 may be a conventional solenoid valve 24.
In one embodiment, the first flow restriction 25 is an orifice provided in the housing. Therefore, the throttling hole can be formed in the shell, a throttling valve or a throttling pipe can be prevented from being additionally arranged, the number of parts of the transmission can be reduced, and the cost and the verification period can be reduced. Of course, in other embodiments, the first throttling structure 25 may also be a throttle valve or a throttle tube.
In one embodiment, the first flow path 22 includes a first liquid passing hole formed in the housing, and the first liquid passing hole communicates the input flow path 21 and the cooling flow path 13. Specifically, the number of the first liquid passing holes is at least one, that is, the first flow path 22 is mainly composed of the first liquid passing holes formed in the casing. In this way, the first flow path 22 is formed by forming the first liquid passing hole through the housing, and additional pipelines can be avoided, so that the number of parts for transmitting the cooling liquid can be reduced, and the number of parts, the cost and the verification period of the transmission can be further reduced. The structure of the transmission can be more compact.
In one embodiment, the second flow path 23 includes a second liquid passing hole formed in the housing, and the second liquid passing hole communicates the input flow path 21 and the cooling flow path 13. Specifically, the number of the second liquid passing holes is at least one, that is, the second flow path 23 is mainly composed of the second liquid passing holes formed in the housing. In this way, the second flow channel 23 is formed by forming the second liquid passing hole by using the housing, and additional pipelines can be avoided, so that the number of parts for transmitting the cooling liquid can be reduced, and further, the number of parts, the cost and the verification period of the transmission can be reduced. The structure of the transmission can be more compact.
In one embodiment, the clutch 10 includes a clutch mechanism 12 and a brake mechanism 11, and both the clutch mechanism 12 and the brake mechanism 11 are disposed in the housing; the cooling flow passage 13 includes a first flow passage 131 and a second flow passage 132, one end of the first flow passage 131 communicates with the first flow passage 22 and the second flow passage 23, the other end communicates with a space where the brake mechanism 11 is located, one end of the second flow passage 132 communicates with the first flow passage 22 and the second flow passage 23, and the other end communicates with a space where the clutch mechanism 12 is located. Specifically, the clutch mechanism 12 is provided between two rotating members (e.g., a planetary gear mechanism) of the transmission for separating or engaging the two rotating members, that is, one end of the clutch mechanism 12 is connected to one rotating member and the other end is connected to the other rotating member. The brake mechanism 11 is provided between the housing and the rotating member (such as a carrier and an inner ring gear of the planetary gear mechanism) for separating or engaging the housing and the rotating member.
By providing the first flow passage 131 and the second flow passage 132, the coolant flowing from the first flow passage 22 and/or the second flow passage 23 can be directly guided to the brake mechanism 11 through the first flow passage 131 to cool and radiate heat to the brake mechanism 11, and the coolant flowing from the first flow passage 22 and/or the second flow passage 23 can be directly guided to the clutch mechanism 12 through the second flow passage 132 to cool and radiate heat to the clutch mechanism 12. So can avoid the coolant liquid to flow to the condition of another person after flowing to one of them earlier, guarantee that the coolant liquid directly flows to arrestment mechanism 11 and clutching mechanism 12, can guarantee that clutching mechanism 12 and clutching mechanism 12's radiating efficiency is all better, promotes the radiating effect. Of course, in other embodiments, the cooling flow passage 13 may be connected in series with the space where the clutch mechanism 12 is located and the space where the brake mechanism 11 is located.
In one embodiment, the transmission further comprises a second throttle structure 14, the second throttle structure 14 being provided in the first flow passage 131; and/or the transmission further comprises a third throttle structure 15, the third throttle structure 15 being provided in the second flow passage 132. Specifically, the second throttling structure 14 may be provided only on the first flow passage 131; or the second flow passage 132 may be provided only on the second flow passage 132; alternatively, when the second throttling structure 14 is provided in the first flow passage 131, the second flow passage 132 is also provided in the second flow passage 132. Since the cooling requirements of the brake mechanism 11 and the clutch mechanism 12 may be different, by providing the second throttling structure 14 in the first flow passage 131 and providing the third throttling structure 15 in the second flow passage 132, the second throttling structure 14 and the third throttling structure 15 can be designed according to the cooling requirements of the brake mechanism 11 and the clutch mechanism 12, so as to distribute the flow of the cooling liquid flowing to the brake mechanism 11 and the clutch mechanism 12 through the second throttling structure 14 and the third throttling structure 15, ensure that the flow of the cooling liquid flowing to the brake mechanism 11 and the clutch mechanism 12 is matched with the respective cooling requirements, and avoid the situation that the flow of the cooling liquid flowing to the brake mechanism 11 and the clutch mechanism 12 is too much or too little. The first throttling structure 25 may be a throttle valve, a throttle pipe or an orifice provided on the housing. The second flow restriction 14 may be a throttle valve, a throttle tube or an orifice provided in the housing.
Referring to fig. 1 to 3, in an embodiment, the brake mechanism 11 includes an inner brake hub connected to a rotating member of the transmission, an outer brake hub 111 connected to the outer housing and located at an outer periphery of the inner brake hub, and a brake friction member disposed between the inner brake hub and the outer brake hub 111, wherein the first flow passage 131 is communicated with a space where the brake friction member is located. The cooling flow channel 13 further includes at least two drain holes 112 formed in the brake outer hub 111, and the drain holes 112 are both communicated with the space where the brake friction member is located. Specifically, the brake friction assembly includes a plurality of brake pads 114 (see fig. 4) and a plurality of brake steel plates 117, and the plurality of brake pads 114 and the plurality of brake steel plates 117 are alternately arranged in sequence in the axial direction of the brake outer hub 111. The brake outer hub 111 is provided with a first key groove 113 extending along the axial direction of the brake outer hub, the periphery of the brake steel sheet 117 is provided with a first limit tooth 118, and the first limit tooth 118 is slidably mounted in the first key groove 113, namely, the brake steel sheet 117 can move along the axial direction of the brake outer hub 111 but cannot rotate relative to the brake outer hub 111. The inner brake hub is provided with a second keyway extending axially therealong, and the inner periphery of the brake lining 114 is provided with a second limit tooth slidably mounted in the second keyway. That is, the brake pads 114 are able to move axially of the brake inner hub but are unable to rotate relative to the brake inner hub. The plurality of drain holes 112 may be arranged at intervals in the circumferential direction of the brake outer hub 111, specifically, may be arranged in a ring shape, or may be arranged irregularly.
When the coolant flows into the space where the brake friction assembly is located (between the brake outer hub 111 and the brake inner hub) from the first flow channel 131, the coolant can flow through the brake friction assembly to exchange heat, and finally flows out from the plurality of liquid discharge holes 112 on the brake outer hub 111, so that the heat of the brake mechanism 11 is taken away, and the heat dissipation of the brake mechanism 11 is realized. Since the coolant flowing between the brake outer hub 111 and the brake inner hub can be thrown toward the brake outer hub 111 while the clutch inner hub rotates the brake friction plate 114, the coolant flowing between the brake outer hub 111 and the brake inner hub can be rapidly discharged from the drain hole 112 by providing the drain hole 112 in the brake outer hub 111. And the extending direction of the drain hole 112 is consistent with the rotating direction of the brake lining 114, so that the cooling liquid can flow away more easily. When the coolant is cooling oil, this can both quickly remove heat and provide the brake pads 114 with less cooling oil, further reducing drag torque. Of course, in other embodiments, the brake disk 114 may be mounted to the clutch outer hub and the brake steel plate 117 may be mounted to the clutch inner hub.
In one embodiment, the brake inner hub is provided with at least two fluid inlet holes to facilitate the entry of coolant between the brake friction packs.
In one embodiment, the drain hole 112 extends obliquely downward gradually in a direction from the inner circumferential surface toward the outer circumferential surface of the brake outer hub 111. Specifically, when the transmission is mounted on an automobile and operated, the axis of the brake outer hub 111 extends in the vertical direction, and the drain hole 112 extends obliquely downward in a direction from the inner circumferential surface to the outer circumferential surface of the brake outer hub 111, that is, the extending direction of the drain hole 112 is inclined with respect to the axis of the brake outer hub 111. This is advantageous for guiding the coolant between the brake outer hub 111 and the brake inner hub, and increasing the flow rate of the coolant from the drain hole 112 to rapidly take away the heat of the brake mechanism 11. Of course, in other embodiments, the drain holes 112 may extend horizontally.
In one embodiment, the plurality of drain holes 112 are arranged in a plurality of rows in the axial direction of the brake outer hub 111, so that the number of drain holes 112 in the axial direction of the brake outer hub 111 can be increased, thereby facilitating rapid draining of the coolant.
In an embodiment, a first liquid passing groove 119 is formed on a top surface of the first limit tooth 118, and the first liquid passing groove 119 extends along an axial direction of the brake outer hub 111 and is provided with two ends penetrating through. That is, a liquid passing channel is formed between the first liquid passing groove 119 and the bottom of the first key groove 113, so that after the coolant flows into the first key groove 113, even if the brake friction plate 114 and the brake steel plate 117 are completely attached during gear shifting, the coolant can flow in the first key groove 113 along the axial direction of the brake outer hub 111, and therefore the coolant between the brake outer hub 111 and the brake inner hub can flow away quickly, and the heat of the brake mechanism 11 can be taken away quickly. Of course, in other embodiments, the tooth top surface of the first limit tooth 118 may not be provided with the first liquid passing groove 119.
In an embodiment, the tooth crest of the second limiting tooth is provided with a second liquid passing groove, the second liquid passing groove extends along the axial direction of the brake inner hub, and two ends of the second liquid passing groove are arranged in a penetrating manner. That is, a liquid passing channel is formed between the second liquid passing groove and the groove bottom of the second key groove, so that after the cooling liquid flows into the second key groove, even if the brake friction plate 114 and the brake steel sheet 117 are completely attached during gear shifting, the cooling liquid can flow in the second key groove along the axial direction of the brake outer hub 111, and therefore the cooling liquid between the brake outer hub 111 and the brake inner hub can flow away quickly, and heat of the brake mechanism 11 can be taken away quickly.
In one embodiment, the first spacing tooth 118 is spaced from the walls of the first keyway 113 to form a first clearance gap. Specifically, on the premise of ensuring normal processing and assembly, the first limit tooth 118 and the groove wall of the first key groove 113 form a first liquid passing gap at an interval, so that the cooling liquid can rapidly flow away through the first liquid passing gap, and the reliability and stability of the braking mechanism 11 are ensured.
In one embodiment, the second limit tooth is spaced from the groove wall of the second key groove to form a second liquid passing gap. Particularly, under the prerequisite of guaranteeing normal processing and assembly, the liquid clearance is crossed with the cell wall interval formation second of second keyway to the spacing tooth of second, can cross the liquid clearance through the second like this and make the coolant liquid flow away fast, guarantees the reliability and the stability of arrestment mechanism 11.
Referring to fig. 4, in an embodiment, the brake friction plate 114 includes an annular plate body 115 and a plurality of friction portions 116 disposed on the annular plate body 115, the plurality of friction portions 116 are disposed on a surface of the annular plate body 115 facing the brake steel sheet 117, and are spaced apart from each other in a circumferential direction of the annular plate body 115, and a third fluid passing gap 101 is formed between any two adjacent friction portions 116. Therefore, even if the brake steel sheets 114 and the brake steel sheets 117 are completely attached during gear shifting, the cooling liquid can flow between the brake steel sheets 117 and the brake steel sheets 114 towards the brake outer hub 111 through the third liquid passing gap 101, so that the cooling liquid can flow away quickly, the heat dissipation area is increased, and the heat dissipation effect of the brake system is improved. The friction portion 116 may be paper or other friction structure/material.
In one embodiment, the clutch mechanism 12 includes an inner clutch hub connected to a rotating member of the transmission, an outer clutch hub connected to another rotating member of the transmission and located at an outer periphery of the inner clutch hub, and a clutch friction assembly located between the inner clutch hub and the outer clutch hub, wherein the second flow channel 132 is communicated with a space where the clutch friction assembly is located. The structures of the clutch inner hub, the clutch outer hub and the clutch friction assembly can refer to the structures of the brake inner hub, the brake outer hub 111 and the brake friction assembly, and are not described in detail herein.
The utility model further provides an automobile which comprises a power system and a transmission, the specific structure of the transmission refers to the embodiments, and the automobile adopts all technical schemes of all the embodiments, so that the automobile at least has all the beneficial effects brought by the technical schemes of the embodiments, and details are not repeated herein. The power system can be a motor or a hybrid power system consisting of the motor and the engine.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A transmission, comprising:
a housing;
the clutch is arranged in the shell and provided with a cooling flow passage; and
the cooling liquid control module comprises an input flow path, a first flow path, a second flow path, a first throttling structure and an electromagnetic valve, wherein the input flow path is used for inputting cooling liquid, one end of the first flow path is communicated with the input flow path, the other end of the first flow path is communicated with the cooling flow path, one end of the second flow path is communicated with the input flow path, and the other end of the second flow path is communicated with the cooling flow path or the first flow path;
the first throttling structure is arranged on the first flow path, the first flow path forms throttling at the position of the first throttling structure, the electromagnetic valve is arranged on the second flow path, the transmission has a gear shifting working condition and a non-gear shifting working condition, the electromagnetic valve is in an open state, the input flow path is communicated with the cooling flow path through the first flow path and the second flow path, the electromagnetic valve is in a closed state and the second flow path is in a cut-off state under the non-gear shifting working condition, and the input flow path is communicated with the cooling flow path through the first flow path.
2. The transmission of claim 1, wherein the solenoid valve is a proportional solenoid valve, the transmission having a regulation condition in which the flow of coolant from the second flow path to the cooling flow path is controlled by regulating the proportional solenoid valve; and/or the first throttling structure is a throttling hole arranged on the outer shell.
3. The transmission of claim 1, wherein the first flow path includes a first fluid passage hole formed in the housing, the first fluid passage hole communicating the input flow path and the cooling flow path; and/or the presence of a gas in the gas,
the second flow path comprises a second liquid passing hole formed in the shell, and the second liquid passing hole is communicated with the input flow path and the cooling flow path.
4. The transmission of claim 1, wherein the clutch includes a clutch mechanism and a brake mechanism, both disposed within the housing;
the cooling flow channel comprises a first flow channel and a second flow channel, one end of the first flow channel is communicated with the first flow channel and the second flow channel, the other end of the first flow channel is communicated with the space where the braking mechanism is located, one end of the second flow channel is communicated with the first flow channel and the second flow channel, and the other end of the second flow channel is communicated with the space where the clutch mechanism is located.
5. The transmission of claim 4, further comprising a second throttle structure disposed in the first flow passage; and/or the transmission also comprises a third throttling structure, and the third throttling structure is arranged in the second flow passage.
6. The transmission of claim 4, wherein the brake mechanism includes an inner brake hub connected to a rotating member of the transmission, an outer brake hub connected to the housing and located at an outer periphery of the inner brake hub, and a brake friction member provided between the inner brake hub and the outer brake hub, the first flow passage communicating with a space in which the brake friction member is located;
the cooling flow passage further comprises at least two liquid discharge holes arranged in the brake outer hub, and the liquid discharge holes are communicated with the space where the brake friction assembly is located.
7. The transmission of claim 6, wherein the drain hole extends obliquely downward in a direction from the inner peripheral surface toward the outer peripheral surface of the brake outer hub.
8. The transmission of claim 6, wherein the brake friction assembly comprises a plurality of brake pads and a plurality of brake steel plates, the plurality of brake pads and the plurality of brake steel plates are sequentially and alternately distributed in the axial direction of the brake outer hub, the brake outer hub is provided with a first key groove extending along the axial direction of the brake outer hub, the outer periphery of each brake steel plate is provided with a first limit tooth, the first limit tooth is slidably mounted in the first key groove, the brake inner hub is provided with a second key groove extending along the axial direction of the brake inner hub, the inner periphery of each brake pad is provided with a second limit tooth, and the second limit tooth is slidably mounted in the second key groove; wherein the content of the first and second substances,
the addendum face of first spacing tooth is equipped with first cistern of crossing, first cistern of crossing is followed the axial extension of braking outer hub, and is that both ends link up the setting: and/or the tooth crest of the second limiting tooth is provided with a second liquid passing groove, and the second liquid passing groove extends along the axial direction of the brake inner hub and is provided with two ends in a penetrating way.
9. The transmission of claim 8, wherein the first retention tooth is spaced from a groove wall of the first keyway to form a first clearance gap; and/or the presence of a gas in the gas,
the second limiting tooth is spaced from the groove wall of the second key groove to form a second liquid passing gap; and/or the presence of a gas in the gas,
the brake friction plate comprises an annular plate body and a plurality of friction parts arranged on the annular plate body, the friction parts are arranged on the surface of the annular plate body facing the brake steel sheet, the annular plate body is circumferentially distributed at intervals, and a third liquid passing gap is formed between every two adjacent friction parts.
10. A motor vehicle, characterized by comprising a transmission according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121840078.6U CN215370918U (en) | 2021-08-06 | 2021-08-06 | Transmission and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121840078.6U CN215370918U (en) | 2021-08-06 | 2021-08-06 | Transmission and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215370918U true CN215370918U (en) | 2021-12-31 |
Family
ID=79616390
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121840078.6U Active CN215370918U (en) | 2021-08-06 | 2021-08-06 | Transmission and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215370918U (en) |
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2021
- 2021-08-06 CN CN202121840078.6U patent/CN215370918U/en active Active
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