CA1095844A - Clutch with coolant flow control means - Google Patents
Clutch with coolant flow control meansInfo
- Publication number
- CA1095844A CA1095844A CA306,419A CA306419A CA1095844A CA 1095844 A CA1095844 A CA 1095844A CA 306419 A CA306419 A CA 306419A CA 1095844 A CA1095844 A CA 1095844A
- Authority
- CA
- Canada
- Prior art keywords
- clutch
- coolant flow
- control valve
- control pressure
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/72—Features relating to cooling
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A clutch with coolant flow control means wherein the clutch structure includes an inner clutch drum and an outer clutch drum defining a clutch chamber therebetween with interfitting relatively movable clutch plates carried on both the drums. An actuator responsive to a control pressure of a predetermined value causes driving engagement of the clutch plates. A
coolant flow path through the clutch structure includes a central hollow section of the inner clutch drum and at least one connecting passage from said central hollow section leading to the clutch chamber for delivering coolant flow to the clutch plates. A control valve within the central hollow section of the inner clutch drum is in the coolant flow path and is normally urged to a position to block the connecting passage with operating means responsive to the control pressure reaching a certain value for moving the control valve to a position to open the connecting passage to have coolant flow to the clutch plates.
A clutch with coolant flow control means wherein the clutch structure includes an inner clutch drum and an outer clutch drum defining a clutch chamber therebetween with interfitting relatively movable clutch plates carried on both the drums. An actuator responsive to a control pressure of a predetermined value causes driving engagement of the clutch plates. A
coolant flow path through the clutch structure includes a central hollow section of the inner clutch drum and at least one connecting passage from said central hollow section leading to the clutch chamber for delivering coolant flow to the clutch plates. A control valve within the central hollow section of the inner clutch drum is in the coolant flow path and is normally urged to a position to block the connecting passage with operating means responsive to the control pressure reaching a certain value for moving the control valve to a position to open the connecting passage to have coolant flow to the clutch plates.
Description
i~9~
BACKGROUND OF THE INVENTION
This invention pertains to a clutch with new and improved coolant flow control means to provide no coolant flow when the clutch is disengaged and to provide coolant flow during clutch engagement.
The clutch disclosed herein may be used in a jet engine start system and is used to transmit variable power in the starting cycle depending upon a control pressure applied to the clutch for controlling the degree of engagement of the clutch plates. This mode of operation involved slippage which creates heat due to friction and, therefore, the clutch is constructed to have a substantial flow of coolant through the clutch. An initial step in the cyle is to start certain components by driving of a motor from an accumulator and it has been found that a time delay in operation is caused by coolant flow through the clutch which provides too much drag torque. In order to reduce the drag torque, the invention disclosed herein provides for shutting off the coolant flow during the initial step of the cycle when the clutch engagement control pressure is of a relatively low value and initiating coolant flow when the control pressure is at a higher value.
It is known in the prior art to have clutches with coolant flow and with the flow of the coolant controlled by means responsive to a control pressure for controlling clutch engagement. The prior art does not show a structure of the type disclosed herein wherein components are structurally related to provide the desired results with a minimum number of parts and with minimal additon of weight which is of particular importance in structure associated with aircraft.
SUMMARY OF THE INVENTION
A primary feature of the invention is to provide a clutch with coolant flow control means by the addition of a control valve and actuating structure therefor within the inner clutch drum of the clutch to block coolant flow through the inner clutch drum to a surrounding clutch chamber 9~8~4 until such time as a control pressure reaches a value to shift the control valve and permit coolant flow to the clutch chamber.
An object of the invention is to provide a clutch with coolant flow control means wherein the clutch structure includes an inner clutch drum with a surrounding clutch chamber having interengageable clutch members with means responsive to a control pressure of a predetermined value to cause driving engagement of the clutch members, the inner clutch drum having a central hollow section defining a flow path including at least one passage extending from the central hollow section to said clutch chamber and a control valve positioned within the central hollow section to be in said flow path and normally urged to a position to block said connecting passage, and means responsive to said control pressure for moving said control valve away from said position to open the connecting passage and provide coolant flow to the clutch chamber.
Still another object of the invention is to provide a clutch as defined in the preceding paragraph wherein the control valve comprises a valve member having longitudinally extending passages therethrough to have coolant positioned at both ends of the valve member for balancing forces thereon and a piston within the inner clutch drum coaxially positioned with said valve member and mechanically linked to the valve member and subject to control pressure whereby control pressure acting on the piston causes movement of the piston and valve member to have a control pressure of a certain value move the valve member to a position whereby coolant flows to the clutch chamber.
BRIEF DESCRIPTION OF THE DRAWING
The Figure is a central vertical section of the clutch.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The clutch structure includes an inner clutch drum, indicated generally at 10, and an outer clutch drum, indicated generally at 11, which are concentrically arranged and with the outer clutch drum 11 being mounted for rotation relative to the inner clutch drum by a pair of bearings 15 and 16. The inner clutch drum 10 is driven from a drive train including an input gear 17 secured thereto and the clutch output is from a gear 18 integral with the outer clutch drum 11. A generally annular space between the inner and outer clutch drum defines a clutch chamber with a series of interfitted clutch members in the form of clutch plates 20 positioned within the chamber. Alternate clutch plates 20 are attached to the inn clutch drum 10 by fitting on keys 21 extending longitudinally of the inner clutch drum and the remaining clutch plates Z0 are fitted to keys 22 carried on the inner surface of the outer clutch drum 11.
The engagement of the clutch plates 20 is under the control of a piston 25 which is slidably mounted on a central tubular hollow section 26 of the inner clutch drum. The piston 25 may move to the right, as viewed in the Figure, to engage an end plate 27 which is keyed to the inner clutch drum keys 21 to compress the clutch plates. A control pressure for clutch engagement is delivered through an opening 30 in the tubular section 26, with flow passages 31 delivering control pressure into a chamber defined by a housing 32 in which the piston 25 moves and which is sealed thereto by an 0-ring. The clutch plates are disengaged by a disengagement spring 35 surrounding the central tubular section 26 and acting on the piston 25 in a direction to move the piston toward the left when he control pressure is reduced. The flow of coolant for cooling the clutch plates 20 is through an inlet 40 at one end of the central tubular section of the inner clutch drum and through radial passages 41 in the wall of the section. The foregoing structure is generally known in the art.
A sleeve 45 is fitted within the hollow interior of the inner clutch drum and defines a pair of chambers 46 and 47 with a connecting passage 51.
The chamber 47 has a series of radial passages 50 adjacent one end thereof for directing coolant flow from the chamber 47 to the clutch chamber with flow through the radial passages 41. A control valve having a valve member 55 is located within the chamber 47 and urged to the position shown by a spring 48 whereby the valve member blocks the radial passages 50 to prevent coolant flow from the inlet 40 to the clutch chamber.
The chamber 46 has an actuating member in the form of a piston 60 movable therein and subject to control pressure by means of a passage 61 which connects with the previously mentioned opening 30. The actuator piston 60 and the valve member 55 are mechanically interconnected by a rod 62 disposed in the passage 51 whereby control pressure acting on the piston 60 controls the position of the valve member 55 subject to the force of the spring 48.
When the control pressure is of a relatively low value, the force generated thereby on the piston 60 is not sufficient to overcome the force of the spring 48 and the valve member 55 remains in the position shown.
Thus, there is no coolant flow to the clutch chamber and no drag torque resulting from the coolant flow. When the control pressure increases to a value sufficient to overcome the force of the spring 48, the piston 60 and the valve member 55 move to the right to have the valve member uncover the radial passages 50 whereby coolant can flow to the clutch chamber. This coolant flow is through a series of longitudinally-extending passages 65 in zo the valve member 55. These passages permit coolant to always be present at both sides of the valve member to equalize the forces on the valve member from pressure of the coolant. Once the valve member is shifted tothe right to open the radial passages 50, coolant flows through the passages 65 of the valve member and through the radial passages 50 to the clutch chamber.
Subsequently, when the control pressure drops to a value sufficient to let the spring 48 move the valve member back to the position shown in the Figure, the coolant flow is cut off from the clutch chamber. The chamber 46 has ports 69 to permit connection of the chamber behind the piston 60 to case pressure. The outer clutch drum 11 has a plurality of openings 70 in the wall thereof to permit coolant to leave the clutch chamber.
In operation of the system using the clutch disclosed herein, clutch control pressure is low during acceleration of a starter turbine and, thus, 1~9~
coolant flow is not deliv~red to the clutch chamber to avoid drag torque.
When the starter turbine reaches operating speed and the clutch is to operate, the control pressure increases and the loading of the spring 48 is overcome to shift the valve member 55 and permit coolant flow to the clutch chamber.
BACKGROUND OF THE INVENTION
This invention pertains to a clutch with new and improved coolant flow control means to provide no coolant flow when the clutch is disengaged and to provide coolant flow during clutch engagement.
The clutch disclosed herein may be used in a jet engine start system and is used to transmit variable power in the starting cycle depending upon a control pressure applied to the clutch for controlling the degree of engagement of the clutch plates. This mode of operation involved slippage which creates heat due to friction and, therefore, the clutch is constructed to have a substantial flow of coolant through the clutch. An initial step in the cyle is to start certain components by driving of a motor from an accumulator and it has been found that a time delay in operation is caused by coolant flow through the clutch which provides too much drag torque. In order to reduce the drag torque, the invention disclosed herein provides for shutting off the coolant flow during the initial step of the cycle when the clutch engagement control pressure is of a relatively low value and initiating coolant flow when the control pressure is at a higher value.
It is known in the prior art to have clutches with coolant flow and with the flow of the coolant controlled by means responsive to a control pressure for controlling clutch engagement. The prior art does not show a structure of the type disclosed herein wherein components are structurally related to provide the desired results with a minimum number of parts and with minimal additon of weight which is of particular importance in structure associated with aircraft.
SUMMARY OF THE INVENTION
A primary feature of the invention is to provide a clutch with coolant flow control means by the addition of a control valve and actuating structure therefor within the inner clutch drum of the clutch to block coolant flow through the inner clutch drum to a surrounding clutch chamber 9~8~4 until such time as a control pressure reaches a value to shift the control valve and permit coolant flow to the clutch chamber.
An object of the invention is to provide a clutch with coolant flow control means wherein the clutch structure includes an inner clutch drum with a surrounding clutch chamber having interengageable clutch members with means responsive to a control pressure of a predetermined value to cause driving engagement of the clutch members, the inner clutch drum having a central hollow section defining a flow path including at least one passage extending from the central hollow section to said clutch chamber and a control valve positioned within the central hollow section to be in said flow path and normally urged to a position to block said connecting passage, and means responsive to said control pressure for moving said control valve away from said position to open the connecting passage and provide coolant flow to the clutch chamber.
Still another object of the invention is to provide a clutch as defined in the preceding paragraph wherein the control valve comprises a valve member having longitudinally extending passages therethrough to have coolant positioned at both ends of the valve member for balancing forces thereon and a piston within the inner clutch drum coaxially positioned with said valve member and mechanically linked to the valve member and subject to control pressure whereby control pressure acting on the piston causes movement of the piston and valve member to have a control pressure of a certain value move the valve member to a position whereby coolant flows to the clutch chamber.
BRIEF DESCRIPTION OF THE DRAWING
The Figure is a central vertical section of the clutch.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The clutch structure includes an inner clutch drum, indicated generally at 10, and an outer clutch drum, indicated generally at 11, which are concentrically arranged and with the outer clutch drum 11 being mounted for rotation relative to the inner clutch drum by a pair of bearings 15 and 16. The inner clutch drum 10 is driven from a drive train including an input gear 17 secured thereto and the clutch output is from a gear 18 integral with the outer clutch drum 11. A generally annular space between the inner and outer clutch drum defines a clutch chamber with a series of interfitted clutch members in the form of clutch plates 20 positioned within the chamber. Alternate clutch plates 20 are attached to the inn clutch drum 10 by fitting on keys 21 extending longitudinally of the inner clutch drum and the remaining clutch plates Z0 are fitted to keys 22 carried on the inner surface of the outer clutch drum 11.
The engagement of the clutch plates 20 is under the control of a piston 25 which is slidably mounted on a central tubular hollow section 26 of the inner clutch drum. The piston 25 may move to the right, as viewed in the Figure, to engage an end plate 27 which is keyed to the inner clutch drum keys 21 to compress the clutch plates. A control pressure for clutch engagement is delivered through an opening 30 in the tubular section 26, with flow passages 31 delivering control pressure into a chamber defined by a housing 32 in which the piston 25 moves and which is sealed thereto by an 0-ring. The clutch plates are disengaged by a disengagement spring 35 surrounding the central tubular section 26 and acting on the piston 25 in a direction to move the piston toward the left when he control pressure is reduced. The flow of coolant for cooling the clutch plates 20 is through an inlet 40 at one end of the central tubular section of the inner clutch drum and through radial passages 41 in the wall of the section. The foregoing structure is generally known in the art.
A sleeve 45 is fitted within the hollow interior of the inner clutch drum and defines a pair of chambers 46 and 47 with a connecting passage 51.
The chamber 47 has a series of radial passages 50 adjacent one end thereof for directing coolant flow from the chamber 47 to the clutch chamber with flow through the radial passages 41. A control valve having a valve member 55 is located within the chamber 47 and urged to the position shown by a spring 48 whereby the valve member blocks the radial passages 50 to prevent coolant flow from the inlet 40 to the clutch chamber.
The chamber 46 has an actuating member in the form of a piston 60 movable therein and subject to control pressure by means of a passage 61 which connects with the previously mentioned opening 30. The actuator piston 60 and the valve member 55 are mechanically interconnected by a rod 62 disposed in the passage 51 whereby control pressure acting on the piston 60 controls the position of the valve member 55 subject to the force of the spring 48.
When the control pressure is of a relatively low value, the force generated thereby on the piston 60 is not sufficient to overcome the force of the spring 48 and the valve member 55 remains in the position shown.
Thus, there is no coolant flow to the clutch chamber and no drag torque resulting from the coolant flow. When the control pressure increases to a value sufficient to overcome the force of the spring 48, the piston 60 and the valve member 55 move to the right to have the valve member uncover the radial passages 50 whereby coolant can flow to the clutch chamber. This coolant flow is through a series of longitudinally-extending passages 65 in zo the valve member 55. These passages permit coolant to always be present at both sides of the valve member to equalize the forces on the valve member from pressure of the coolant. Once the valve member is shifted tothe right to open the radial passages 50, coolant flows through the passages 65 of the valve member and through the radial passages 50 to the clutch chamber.
Subsequently, when the control pressure drops to a value sufficient to let the spring 48 move the valve member back to the position shown in the Figure, the coolant flow is cut off from the clutch chamber. The chamber 46 has ports 69 to permit connection of the chamber behind the piston 60 to case pressure. The outer clutch drum 11 has a plurality of openings 70 in the wall thereof to permit coolant to leave the clutch chamber.
In operation of the system using the clutch disclosed herein, clutch control pressure is low during acceleration of a starter turbine and, thus, 1~9~
coolant flow is not deliv~red to the clutch chamber to avoid drag torque.
When the starter turbine reaches operating speed and the clutch is to operate, the control pressure increases and the loading of the spring 48 is overcome to shift the valve member 55 and permit coolant flow to the clutch chamber.
Claims (2)
1. A clutch with coolant flow control means comprising, a clutch structure including an inner clutch drum and an outer clutch drum rotatable about an axis and with interfitting relatively movable clutch plates carried on both of said drums, means defining an opening at one end of the clutch structure along said axis for delivery of control pressure fluid, means responsive to a control pressure of a predetermined value to cause driving engagement of said clutch plates, a coolant flow path through said clutch structure along said axis including a delivery opening at the opposite end of the clutch structure and a central hollow section of said inner clutch drum and at least one connecting passage from said central tubular section leading to said clutch plates, means for blocking coolant flow from said clutch plates when said control pressure is below a certain value comprising a control valve in said central hollow section to be in said flow path, spring means urging said control valve to a position to block said connecting passage and prevent flow of coolant, a piston responsive to said control pressure, and a rod extending between the piston and control valve for moving said control valve against said spring means to open said connecting passage to have coolant flow to the clutch plates, said piston, said rod and said control valve positioned concentrically along said axis.
2. A clutch as defined in claim 1, wherein said control valve includes a valve member with coolant flow passages therethrough to balance the fluid pressure forces acting thereon.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US81967977A | 1977-07-28 | 1977-07-28 | |
| US819,679 | 1977-07-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1095844A true CA1095844A (en) | 1981-02-17 |
Family
ID=25228758
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA306,419A Expired CA1095844A (en) | 1977-07-28 | 1978-06-28 | Clutch with coolant flow control means |
Country Status (8)
| Country | Link |
|---|---|
| JP (1) | JPS5433936A (en) |
| CA (1) | CA1095844A (en) |
| DE (1) | DE2829782A1 (en) |
| FR (1) | FR2398928B1 (en) |
| GB (1) | GB2001713B (en) |
| IL (1) | IL54968A (en) |
| SG (1) | SG57482G (en) |
| SU (1) | SU786931A3 (en) |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5899548A (en) * | 1981-12-10 | 1983-06-13 | Honda Motor Co Ltd | Belt type infinitely variable gear |
| WO1985001332A1 (en) * | 1983-09-15 | 1985-03-28 | Zahnradfabrik Friedrichshafen Ag | Lamella coupling |
| FR2557232B1 (en) * | 1983-12-27 | 1989-06-09 | Valeo | MULTIDISC CLUTCH WITH IMPROVED LUBRICATION AND COOLING |
| AT386870B (en) * | 1984-05-18 | 1988-10-25 | Steyr Daimler Puch Ag | Pressure-medium-operable clutch with coolant-supplied friction bodies, in particular discs |
| US4718308A (en) * | 1985-03-29 | 1988-01-12 | Borg-Warner Automotive, Inc. | Hydraulic control system for continuously variable transmission |
| WO1987005084A1 (en) * | 1986-02-14 | 1987-08-27 | Zahnradfabrik Friedrichshafen Ag | Forced cooling device for friction brakes or clutches |
| JPH0666770B2 (en) * | 1986-12-19 | 1994-08-24 | 三洋電機株式会社 | Clock signal reproduction circuit |
| AT395903B (en) * | 1987-09-10 | 1993-04-26 | Steyr Daimler Puch Ag | CLUTCH DEVICE FOR POWERTRAIN TRANSMISSION |
| JPH01295541A (en) * | 1988-01-08 | 1989-11-29 | Japan Radio Co Ltd | Waveform shaping and identifying circuit |
| JPH02101836A (en) * | 1988-10-11 | 1990-04-13 | Kokusai Electric Co Ltd | High speed synchronizing circuit |
| DE10230183B4 (en) | 2002-07-05 | 2013-06-06 | Zf Friedrichshafen Ag | Method for cooling fluid supply for multi-plate clutches and brakes in automatic transmissions and device for cooling fluid supply |
| US7694794B2 (en) * | 2007-05-29 | 2010-04-13 | Deere & Company | PTO clutch with lubrication oil shut-off valve and integrated relief valve |
| DE102010039171A1 (en) * | 2010-08-11 | 2012-02-16 | Zf Friedrichshafen Ag | Clutch, particularly multi-plate clutch for automatic transmission of motor vehicle, has switchable cooling unit e.g. wet running switching or starting element, where adjustable medium is arranged for cooling oil supply control within shaft |
| CN102619895B (en) * | 2012-04-18 | 2013-09-18 | 重庆威马农业机械有限公司 | Normally-open clutch of micro-cultivator |
| US10041549B2 (en) * | 2016-01-18 | 2018-08-07 | Deere & Company | Disk pack cooling arrangement |
| JP6733574B2 (en) * | 2017-02-20 | 2020-08-05 | トヨタ自動車株式会社 | Hydraulic control device for engagement mechanism |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3105582A (en) * | 1961-03-13 | 1963-10-01 | Twin Disc Clutch Co | Oil pressure actuated clutch |
| US3301367A (en) * | 1965-02-11 | 1967-01-31 | Twin Disc Clutch Co | Double hydraulic operated clutch having low pressure fluid plate cooling means |
| US4004670A (en) * | 1975-07-09 | 1977-01-25 | Caterpillar Tractor Co. | Self-modulated clutch with drag-reduction valve |
-
1978
- 1978-06-21 IL IL54968A patent/IL54968A/en unknown
- 1978-06-26 JP JP7660678A patent/JPS5433936A/en active Pending
- 1978-06-28 CA CA306,419A patent/CA1095844A/en not_active Expired
- 1978-07-03 GB GB787828651A patent/GB2001713B/en not_active Expired
- 1978-07-06 DE DE19782829782 patent/DE2829782A1/en not_active Withdrawn
- 1978-07-07 FR FR7820337A patent/FR2398928B1/en not_active Expired
- 1978-07-28 SU SU782643647A patent/SU786931A3/en active
-
1982
- 1982-11-10 SG SG574/82A patent/SG57482G/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| SG57482G (en) | 1983-09-02 |
| FR2398928B1 (en) | 1986-05-23 |
| IL54968A (en) | 1980-11-30 |
| SU786931A3 (en) | 1980-12-07 |
| GB2001713A (en) | 1979-02-07 |
| FR2398928A1 (en) | 1979-02-23 |
| GB2001713B (en) | 1982-05-12 |
| DE2829782A1 (en) | 1979-02-15 |
| JPS5433936A (en) | 1979-03-13 |
| IL54968A0 (en) | 1978-08-31 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |