GB2511902A - Multi-disc clutch for a power train of a vehicle - Google Patents
Multi-disc clutch for a power train of a vehicle Download PDFInfo
- Publication number
- GB2511902A GB2511902A GB201322458A GB201322458A GB2511902A GB 2511902 A GB2511902 A GB 2511902A GB 201322458 A GB201322458 A GB 201322458A GB 201322458 A GB201322458 A GB 201322458A GB 2511902 A GB2511902 A GB 2511902A
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- GB
- United Kingdom
- Prior art keywords
- clutch
- disc
- clutch discs
- discs
- actuator
- 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.)
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- 239000012530 fluid Substances 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 101100129500 Caenorhabditis elegans max-2 gene Proteins 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
Classifications
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- 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
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
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- 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
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
-
- 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
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
-
- 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
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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- 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
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
- F16D25/086—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by a push rod extending coaxially through the input or output shaft
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- 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
- F16D2300/00—Special features for couplings or clutches
- F16D2300/24—Concentric actuation rods, e.g. actuation rods extending concentrically through a shaft
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
A multi-disc clutch 10 in a vehicle powertrain comprises counter elements 12a-d and a plurality of clutch discs 16a-d movable between at least one engagement position in which the clutch discs 16a-d are connected to the counter elements 12a-d and at least one disengagement position in which the clutch discs 16a-d are disengaged from the counter elements 12a-d. The multi-disc clutch having an actuator device 24 capable of moving the clutch discs 16a-d from the disengagement position into the engagement position independently from each other. Preferably there is an actuator 30a-d associated with each clutch disc 16a-d. The diameter of the clutch discs 16a-d may vary. The actuator 30a-d may be pneumatic, hydraulic or electric.
Description
Multi-Disc Clutch for a Power Train of a Vehicle The invention relates to a multi-disc clutch according to the preamble of patent claim 1.
Such as multi-disc clutch for a power train of a vehicle, in particular a motor vehicle, can be found in ER 1 900 952 Bi. The multi-disc clutch comprises counter elements and a plurality of clutch discs. Each of said clutch discs has at least one friction lining. The clutch discs are movable between at least one engagement position and at least one disengagement position. In the respective engagement positions the clutch discs are connected to the counter elements in a rotationally fixed manner via the respective friction linings. This means the clutch discs are connected to the counter elements for rotation therewith. In other words, the clutch discs are coupled to the counter elements for co-rotation in the engagement position. Thus, torques can be transferred from the clutch discs to the counter elements and vice versa in the engagement position.
In the disengagement position the clutch discs are disengaged from the counter elements so that the clutch discs can rotate in relation to the counter elements. Thus, torques cannot be transferred from the clutch discs to the counter element or vice versa in the disengagement position.
US 2011/0061985 Al shows a multiple disc clutch comprising a clutch outer to which a rotating force of a crank shaft is transmitted. The multiple disc clutch further comprises a clutch centre provided on an inner side of the clutch outer and rotated integrally with an output shaft. Furthermore, the multiple disc clutch comprises a plurality of clutch discs integrally rotatably held respectively on the clutch outer and the clutch centre. The multiple disc clutch further comprises a pressure plate operable to press or release each of the clutch discs. In this multiple disc clutch two kinds of clutch discs different at least in thickness are combined, and the total thickness of a required number of the clutch discs in a combined state is adjusted to a predetermined size.
During the operation of the vehicle the multiple disc clutch is to be actuated in order to change gears of a gear box of the power train. Said gear box is also referred to as a "transmission". Conventionally, the gear box comprises a plurality of gears.
Conventionally, all clutch discs are moved from the engagement position into the disengagement position by actuating the multiple disc clutch. In order to actuate the clutch and, thus, move the clutch discs from the engagement position into the disengagement position a disengaging force is to be exerted on the clutch.
Moreover, an actuation force is to be exerted on the clutch discs to hold the clutch discs in the engagement position. This actuation force ensures that an adequate amount of torque can be transferred from the clutch discs to the counter elements and vice versa.
This means the actuation force should be high enough to prevent slippage between the clutch discs and the counter elements during the operation of the vehicle. Usually, the actuation force for holding the clutch discs in the engagement positions and avoiding slippage is exerted on the clutch discs by means of at least one spring.
It is an object of the present invention to further develop a multi-disc clutch of the kind indicated in the preamble of patent claim 1 in such a way that a particularly efficient operation of the clutch can be realized.
This object is solved by a multi-disc clutch having the features of patent claim 1.
Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to further develop a multi-disc clutch of the kind indicated in the preamble of patent claim 1 in such a way that a particularly efficient operation of the multi-disc clutch can be realized, according to the present invention the multi-disc clutch comprises an actuator device capable of moving the clutch discs independently from each other. For example, the actuator device is configured to move the clutch discs from the disengagement position into the engagement position independently from each other. In other words, a first one of the clutch discs can be moved, for example, from the disengagement position into the engagement position independently from a second one of the clutch discs and vice versa by means of the actuator device. This means the clutch discs can be moved or actuated separately. For example, the clutch discs can be held in the engagement position independently from each other by means of the actuator device.
The idea behind the present invention is that in conventional multi-disc clutches the clutch discs are moved simultaneously by exerting an actuation force on the clutch or on the clutch discs. Said actuation force serves to, for example, hold the clutch discs in the engagement positions so that torques can be transferred from the clutch discs to the counter elements and vice versa. In a conventional multi-disc clutch said actuation force is always constant irrespective of the torque to be transferred from the clutch discs to the counter elements or vice versa and irrespective of a gear which is actually engaged in a gear box of the power train. For example, said actuation force is provided by an actuator.
Thus, for exerting the actuation force on the clutch energy is required. In a conventional clutch, the actuation force needs to be high enough so that a maximum torque possible can be transferred from the clutch discs to the counter elements and vice versa without slippage.
However, the torques to be transferred from the clutch discs to the counter elements and vice versa varies in dependency on the engaged gear of the gear box. Hence, in a second gear of the gear box the actuation force can be lower than in, for example, a first gear of the gear box. Since the clutch discs can be actuated separately in the multi-disc clutch according to the present invention, the actuation force to be exerted on the clutch or the clutch discs overall can be reduced in comparison with conventional multi-disc clutches. Thereby, the energy required for moving the clutch discs and holding the clutch discs, in particular in the engagement positions, can be reduced. As a consequence, a very efficient and fuel saving operation of the multi-disc clutch according to the present invention can be realized.
For example, the actuation force is generated using a pump, in particular an oil pump, which is directly or indirectly driven by an engine of the power train. Since the actuation force can be reduced by means of the multi-disc clutch according to the present invention, the energy consumption of the pump and, thus, the engine can be kept particularly low.
Since the clutch discs can be controlled individually it is possible to make an intelligent choice of clutch discs to be used in order to ensure the transmission of an adequate amount of torque so that a very long life of the multi-disc clutch can be realized.
Moreover, the multi-disc clutch according to the present invention has a particularly advantageous serviceability since the clutch discs can be replaced separately. Moreover, the multi-disc clutch according to the present invention has a very high safety since individual clutch discs can be used to transfer the torque.
If a high amount of torque is to be transferred from the clutch discs to the counter element or vice versa, a first number of clutch discs is used and moved into and held in the engagement position. If a lower amount of torque is to be transferred, a second number of clutch discs is used and moved into and held in the engagement position, the second number being smaller than the first number.
In a particularly advantageous embodiment of the invention a first one of the clutch discs has a first diameter or radius and a second one of the clutch discs has a second diameter or radius, the second diameter or radius being larger than the first diameter or radius. In other words, the clutch discs have different diameters or radii. Thereby, variable sizes of the clutch discs as well as an individual clutch disc control can be realized thereby ensuring a variable clutch capacity.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic sectional view of a mulit-disc clutch for a power train of a motor vehicle, the multi-disc clutch comprising counter elements and a plurality of clutch discs each having at least one friction lining, the clutch discs being movable from at least one respective engagement position in which the clutch discs are connected to the counter elements in a rotationally fixed manner via the friction linings and at least one respective disengagement position in which the clutch discs are disengaged from the counter elements, wherein the multi-disc clutch comprises an actuator device capable of moving the clutch discs independently from each other; Fig. 2 part of a sectional view of the multi-disc clutch according to Fig. 1; Fig. 3 a schematic side view of an actuator of the actuator device, the actuator being capable of moving one of the clutch discs from the disengagement position into the engagement position and holding the clutch disc in the engagement position independently from other actuators and clutch discs of the multi-disc clutch; and Fig. 4 a diagram for illustrating the functional principle of the multi-disc clutch.
Fig. 1 shows a multi-disc clutch 10 for a power train of a vehicle, in particular a motor vehicle. The power train comprises a gear box which is also referred to as a "transmission". The gear box has a plurality of engageable gears. For example, the gear box has seven gears. The gear box serves for transmitting torques provided by an engine of the power train to wheels of the vehicle. Hence, the gear box is arranged between the wheels and the engine with respect to a flow of torques from the engine to the wheels.
With respect to said flow of torque the multi-disc clutch 10 is arranged between the engine and the gear box. For example, the engine is designed as an internal combustion engine and has an output shaft via which the torques can be provided. The gear box has an input shaft via which the torques provided by the engine can be input into the gear box.
The multi-disc clutch 10 serves for coupling the output shaft to the input shaft in a rotationally fixed manner so that the torques provided by the engine can be transferred from the output shaft to the input shaft via the multi-disc clutch 10. Moreover, the multi-disc clutch 10 serves for disengaging the output shaft from the input shaft so that the output shaft can rotate in relation to the input shaft. For example, if the output shaft is disengaged from the input shaft the engine can idle while the wheels and, thus, the input shaft of the gear box stand still.
As can be seen from Fig. 1, the multi-disc clutch 10 comprises counter elements 1 2a-d.
The counter elements 12a-d are connected to a mutual clutch body 14. For example, the clutch body 14 is connected to the output shaft of the engine in a rotationally fixed manner. This means the clutch body 14 is coupled to the output shaft for co-rotation in other words, the clutch body 14 connected to the output shaft for rotation therewith so that torques can be transferred from the output shaft to the clutch body 14 and vice versa.
The multi-disc clutch 10 further comprises a plurality of clutch discs lSa-d. Each of the clutch discs 16a-d has a friction lining 18a-d. Moreover, each of the counter elements 1 2a-d has a friction lining 20a-d.
The clutch discs 1 6a-d are connected to a mutual shaft 22 in a rotationally fixed manner so that torques can be transferred from the clutch discs 16a-d to the shaft 22 and vice versa. For example, the shaft 22 is connected to the input shaft of the gear box in a rotationally fixed manner so that torques can be transferred from the shaft 22 to the input shaft and vice versa.
The clutch discs 1 6a-d are translationally movable in relation to the shaft 22. Thus, the clutch discs 16a-d can be moved between at least one engagement position and at least one disengagement position shown in Fig. 1 respectively. In the respective disengagement position the clutch discs 16a-d are disengaged from the counter elements 1 2a-d so that torques cannot be transferred from the clutch discs 1 6a-d to the counter elements 1 2a-d or vice versa.
In the respective engagement position the clutch discs 16a-d are connected to the counter elements 1 2a-d in a rotationally fixed manner so that torques can be transferred from the clutch discs 1 6a-d to the counter elements 1 2a-d and vice versa via the respective friction linings 1 8a-d and 20a-d.
The multi-disc clutch 10 comprises an actuator device 24 capable of moving the clutch discs 16a-d independently from each other, in particular from the disengagement position into the engagement position, and holding the clutch discs 16a-d in the engagement position independently from each other. In other words, the actuator device 24 is configured in such a way that the clutch discs 16a-d can be moved independently from each other from the respective disengagement position into the respective engagement position.
For example, the clutch discs 16a-d can be moved from the disengagement position into the engagement position by means of the actuator device 24 while the other clutch discs 1 6b-d stay in the respective disengagement position. For example, the actuator device 24 is capable of moving a plurality, i.e. at least two of the clutch discs 1 6a-d from the disengagement position into the engagement position while at least one of the clutch discs 16a-d stays in the disengagement position.
By using a multi-disc clutch having a plurality of clutch discs instead of a single-disc clutch having a single clutch disc a very high amount of torque can be transmitted via the clutch.
For example, a disengaging force needed to disengage the clutch discs 16a-d i.e., needed to move the clutch discs 16a-d from the engagement position into the disengagement position, is approximately equal to an actuation force needed to actuate the clutch discs 16a-d, i.e. needed to move the clutch discs 16a-d from the disengagement position into the engagement position.
For example, the maximum torque which can be transmitted by the multi-disc clutch 10 is designated as "Tmax". In order to transmit the maximum torque Tmax, a maximum actuation force FaMax is to be exerted on the multi-disc clutch 10 or the clutch discs 1 6a-d. Said maximum actuation force FaMa. can be given by the following equation: = Tmax/(NPRm) wherein "N" designates the number of the clutch discs 1 6a-d and "yRm" designates the coefficient of friction of the friction linings 1 Ba-d and 20a-d. However, the torque to be transmitted by means of the multi-disc clutch 10 during the operation of the vehicle is not always the maximum torque Tmax. The torque to be transmitted by the multi-disc clutch 10 depends on the gear that is actually engaged in the gear box. For example, Tmax can be expressed as: TmaxTdl+Td2+. . In this expression "dn" designates the respective clutch discs via which a torque "1" is to be transmitted. This means that dl' designates, for example, the clutch disc 16a and "d2" designates the clutch disc 16b.
Thus, a respective actuation force F2" to be exerted on the respective clutch disc 1 6a-d can be expressed as follows: FalTdl/(PRd1) Fa2Td2I( FJRd2) F2fl=Tdfl/(pRdfl) The net torque capacity of the multi-disc clutch 10 can be expressed as follows: Tmax Fa1PRd1+ Fa2IJRd2+. .+FanPRdn
S
In a conventional clutch the same actuation force is used for all gears and gear shifts of the gear box and all clutch discs are moved simultaneously.
However, in the multi-disc clutch 10 the clutch discs lSa-d can be moved independently from each other and the actuation force for moving and holding the clutch discs 1 6a-d can be varied. The idea behind the multi-disc clutch 10 is that at high gears and gear shifts a lesser torque transmission is required in comparison with low gears and low gear shifts.
Thus, the actuation force used for conducting high gear shifts can be reduced in comparison with low gear shifts so that a particularly efficient operation of the multi-disc clutch 10 can be realized. In other words, in the multi-disc clutch 10 the clutch discs 1 6a-d can be controlled individually. Moreover, the clutch discs 1 6a-d have different diameters or radii.
As can be seen from Figs. 1 and 2, the actuator device 24 comprises actuators 26a-d for moving the clutch discs 16a-d separately or individually. The actuator 26a shown in Fig. 2 serves for moving the clutch disc 1 Sa independently form the other clutch discs 1 6b-d.
The actuator 26b serves for moving the clutch discs 1 Sb independently from the other clutch discs 16a and 16c-d. The actuator 26c serves for moving the clutch disc lOc independently from the other clutch discs 1 Sa-b and 1 Sd. Moreover, the actuator 26d serves for moving the clutch disc 1 Sd independently from the other clutch discs 1 6a-c.
As can be seen from Figs. 1 and 2, the respective actuators 26a-d each comprises a diaphragm spring 28a-d and an actuator assembly 30a-d. The respective actuator assembly 30a-d can be designed as a pneumatic actuator or hydraulic actuator or electric motor.
Fig. 3 shows the actuator assembly 30a. As can be seen from the actuator assembly 30a in Fig. 3, the actuator assemblies 30a-d are designed as, for example, hydraulic actuators by means of which an in-shaft hydraulic actuation of the clutch discs 1 6a-d is realized.
The actuator assembly 30a comprises a cylinder 32 having a chamber 34 for storing a fluid which is, for example, oil. The actuator assembly 30a has an inlet 36 via which the hydraulic fluid can be led into the chamber 34. Moreover, the actuator assembly 30a has an outlet 38 via which the hydraulic fluid can be drained form the chamber 34. For example, the inlet 36 and the outlet 38 are designed as bores.
The actuator assembly 30a further comprises a piston 40 arranged in the chamber 34, the piston 40 being and translationally movable in relation to the cylinder 32. Moreover, the actuator assembly 30a comprises an actuator rod 42 fixed to the piston 40 so that the piston 40 and the actuator rod 42 can move together. The actuator rod 42 is connected to a control element 44 via a connecting means 46 so that the movements of the piston 40 and the actuator rod 42 can be transferred to the control element 44. In other words, the piston 40 and the actuator rod 42 arranged inside the shaft 22 can move translationally in relation to the shaft 22. Moreover, the control element 44 can be moved translationally in relation to the shaft 22. By filling the chamber 34 with the hydraulic fluid via the inlet 36, the piston 40 and the actuator rod 42 and, thus, the control element 44 can be moved towards the clutch disc 1 Ba until, for example, the control element 44 bears against the clutch disc 1 Ba via the diaphragm spring 28a. If the control element 44 is moved further towards the counter element 1 2a, the clutch disc 1 Ba is pushed towards the counter element 12a by means of the actuator assembly 30a until the clutch disc isa reaches its engagement position. For example, the hydraulic fluid is conveyed into the chamber 3 by a hydraulic pump. By keeping the hydraulic fluid inside the chamber 34 the clutch disc 1 Ba can be held in the engagement position.
This means the actuation force for moving the clutch disc 1 6a from the disengagement position into the engagement position and holding the clutch disc lea in the engagement position can be exerted on the clutch disc 16a by means of the actuator assembly 30a and the pump of the actuator device 24, the pump not being shown in the Figs. Alternatively, the actuation force can be exerted on the clutch disc 16a using a hydraulic or pneumatic actuator device. Alternatively, the actuation force can be exerted on the clutch disc 1 Ba by means of an electric motor. For example, the electric motor is connected to a worm-wheel which can be driven by an electric motor. For example, a single electric motor can be used for moving the clutch discs 1 Ba-d individually. For this purpose a clutch device can be used by means of which the clutch discs 1 6a-d can be coupled individually to the electric motor or the worm-wheel. Thereby, the clutch discs 1 Ba-d can be moved individually by a single electric motor.
In the multi-disc clutch 10 the actuation force needed for the engaged gears can be reduced in comparison with a conventional multi-disc clutch. The following table shows the engaged gear, the percentage %" of the maximum torque, the needed actuation force and a constant force. For example, the gear box has five gears.
__________________ 10 __________________ Gear % of max. torque Actuation Force Const. Force 1 1 2 1 2 0.5 0.5 1 3 0.4 0.5 1 4 0.25 0.25 1 0.1 0.25 1 Fig. 4 shows a diagram illustrating the above-shown table. A first curve 48 represents the actuation force, a second curve 50 represents the constant force "Const. force" and a third curve 52 represents the percentage "%" of the maximum torque.
For example, the maximum torque to be transmitted is 1500 Nm. Moreover, an inner radius r0 of the clutch discs 1 Ba-d which have the same inner radius is 200 mm.
Moreover, an outer radius r1 of the clutch discs 16a-d which have the same outer radius is 300 mm. In a conventional multi-disc clutch an actuation force F is 4000 N and constant for all gear shifts. The friction coefficient p may be 0.3 and the number N of clutch discs may be five. The torque transfer capacity of each clutch disc is given by: 3 I b Thus, the torque transfer capacity I is 3ONm.
In the multi-disc clutch 10 the clutch discs 1 6a-d can be actuated and disengaged individually and on the basis of the drive torque. The torque requirement for each gear or for gear shift is given as: 1st gear to 2nd gear = l500Nm gear to 3rd gear = 92ONm 3rd gear to 4th gear = 66ONm 41h gear to 51h gear = 51 ONm 51h gear to 61h gear = 390m 61h gear to -jib gear = 31 ONm The actuation force required for each gear shift is proportional to the torque transfer. For example, the actuation force F can be calculated as follows: T=O.76F This results in: 92ONm -1210N 66ONm -868N 5lONm -670N 39ONm -51 ON 3lONm -405N For example, gear shifts are considered as shown below: 1-2-3-2-3-4-5-6-7 In a conventional multi-disc clutch the actuation force results from a multiplication from the number of gear shifts and the actuation force required for each gear shift. This results in a actuation force F having the value of 28000N.
However, in the multi-disc clutch 10 the actuation force F can be significantly reduced.
The actuation force depends on the torque transfer. Hence, the actuation force needed in the multi-disc clutch 10 can be calculated as follows: F=4000N÷1 21 ON÷868N÷1 21 ON÷670N÷51 ON÷405N Thus, the value of the actuation force F is 8873 N. In the example above the clutch discs 1 6a-d have the same radius. By varying the radii a further reduction of the actuation force F can be realized. As can be seen from the following equation, the actuation force required decreases with higher gear shifts: For example, two use cases can be considered: 1) Increase the number of the clutch discs. 2) Increase the radii of the clutch discs.
Use case 1): Assuming the vehicle spends considerable time in the medium torque region, i.e. from 50% to 75% of the maximum torque, and the number of the clutch discs is 4, according to toe equation above, the torque can be described as: 4FaP Rmax = Tmax/2tTmax/4+Tmax/8+Tmax/1 6+Tmax/1 6 The following table shows how the number of the clutch discs can be increased to reduce the actuation force: Clutch disc No. Actuation Force Radius Torque Load 1 Fa12 Rmax TmaxI2 2 Fa12 Rmax/2 TmaxI4 3 Fa/4 Rmax/2 Tmax/8 4 Fa14 Rmax/4 TmaxIl 6 Fa/2 Rmax/8 Tmax/16 Use case 2): According to the basic equation, the torque can be split as shown below: 4FaPRmax = Tmax/2+Tmax/4+Tmax/4 The following table shows how the radii of the clutch discs can be increased to reduce the actuation force: Clutch No. Actuation Force Radius Torque Load
I FIQ T
I -JI'. max max 2 Fa15 5/4*Rmax TmaxI4 3 Fa14 Rmax TmaxI4 List of reference signs multi-disc clutch 1 2a-d counter element 14 clutch bodies 16a-d clutch disc lBa-d friction lining 20a-d friction lining 22 shaft 24 actuator device 26a-d actuator 28a-d diaphragm spring 30a-d acutator assembly 34 chamber 36 inlet 38 outlet piston 42 acutator rod 44 control element 46 connecting means 48 curve curve 52 curve
Claims (6)
- Claims A multi-disc clutch (10) for a power train of a vehicle, the multi-disc clutch (10) comprising counter elements (12a-d) and a plurality of clutch discs (lBa-d) each having at least one friction lining (18a-d), the clutch discs (16a-d) being movable between at least one respective engagement position in which the clutch discs (iSa-d) are connected to the counter elements (12a-d) in a rotationally fixed manner via the friction linings (18a-d) and at least one respective disengagement position in which the clutch discs (16a-d) are disengaged from the counter elements (12a-d), characterised in that the multi-disc clutch (10) comprises an actuator device (24) capable of moving the clutch discs (1 Sa-d) independently from each other.
- 2. The multi-disc clutch (10) according to claim 1, characterised in that the actuator device (24) is comprises a first actuator (30a) for moving a first one (16a) of the clutch discs (16a-d) and at least one second actuator (30b) for moving a second one (16b) of the clutch discs (16a-d) independently from the first actuator (30a) and the first clutch disc (1 6a).
- 3. The multi-disc clutch (10) according to claim 2, characterised in that at least one of the actuators (SOa-b) is designed as a pneumatic actuator or hydraulic actuator or electric motor.
- 4. The multi-disc clutch (10) according to any one of the preceding claims, characterised in that a first one (iSa) of the clutch discs (iSa-d) has a first diameter and a second one (16b) of the clutch discs (16a-d) has a second diameter being larger than the first diameter.
- 5. The multi-disc clutch (10) according to any one of the preceding claims, characterised in that the counter elements (12a-d) are connected to a mutual clutch body (14).
- 6. The multi-disc clutch (10) according to any one of the preceding claims, characterised in that the clutch discs (1 6a-d) are connected to a mutual shaft (22) in a rotationally fixed manner.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB201322458A GB2511902A (en) | 2013-12-18 | 2013-12-18 | Multi-disc clutch for a power train of a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB201322458A GB2511902A (en) | 2013-12-18 | 2013-12-18 | Multi-disc clutch for a power train of a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201322458D0 GB201322458D0 (en) | 2014-02-05 |
| GB2511902A true GB2511902A (en) | 2014-09-17 |
Family
ID=50071053
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB201322458A Withdrawn GB2511902A (en) | 2013-12-18 | 2013-12-18 | Multi-disc clutch for a power train of a vehicle |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2511902A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5715918A (en) * | 1996-09-30 | 1998-02-10 | Ford Global Technologies, Inc. | Elastically latched and staked assembly in a kinematic arrangement of an automatic transmission |
| EP1079132A2 (en) * | 1999-08-24 | 2001-02-28 | BorgWarner Inc. | Automatic transmission with dual gain multi-disk friction device |
| US20070175725A1 (en) * | 2006-01-31 | 2007-08-02 | Nsk-Warner Kabushiki Kaisha | Multiplate wet clutch |
| US20110132713A1 (en) * | 2008-08-20 | 2011-06-09 | Zf Friedrichshafen Ag | Switching element comprising at least one electroactive dielectric deformation member |
| DE102011004585A1 (en) * | 2011-02-23 | 2012-08-23 | Zf Friedrichshafen Ag | Friction shift member e.g. hydraulic multi-disk friction clutch, for use in planetary eight-speed automatic gear box of vehicle, has axial spacing for separation of disks such that number of disk pairs is varied based on axial force |
-
2013
- 2013-12-18 GB GB201322458A patent/GB2511902A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5715918A (en) * | 1996-09-30 | 1998-02-10 | Ford Global Technologies, Inc. | Elastically latched and staked assembly in a kinematic arrangement of an automatic transmission |
| EP1079132A2 (en) * | 1999-08-24 | 2001-02-28 | BorgWarner Inc. | Automatic transmission with dual gain multi-disk friction device |
| US20070175725A1 (en) * | 2006-01-31 | 2007-08-02 | Nsk-Warner Kabushiki Kaisha | Multiplate wet clutch |
| US20110132713A1 (en) * | 2008-08-20 | 2011-06-09 | Zf Friedrichshafen Ag | Switching element comprising at least one electroactive dielectric deformation member |
| DE102011004585A1 (en) * | 2011-02-23 | 2012-08-23 | Zf Friedrichshafen Ag | Friction shift member e.g. hydraulic multi-disk friction clutch, for use in planetary eight-speed automatic gear box of vehicle, has axial spacing for separation of disks such that number of disk pairs is varied based on axial force |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201322458D0 (en) | 2014-02-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |