JP4130988B2 - Wet multi-plate clutch - Google Patents

Wet multi-plate clutch Download PDF

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Publication number
JP4130988B2
JP4130988B2 JP32240198A JP32240198A JP4130988B2 JP 4130988 B2 JP4130988 B2 JP 4130988B2 JP 32240198 A JP32240198 A JP 32240198A JP 32240198 A JP32240198 A JP 32240198A JP 4130988 B2 JP4130988 B2 JP 4130988B2
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Japan
Prior art keywords
hub
clutch
lubricating oil
wet multi
plate
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Expired - Fee Related
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JP32240198A
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Japanese (ja)
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JP2000145820A (en
Inventor
学 澤柳
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Nskワーナー株式会社
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Priority to JP32240198A priority Critical patent/JP4130988B2/en
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Description

【0001】
【発明の属する技術分野】
この発明は自動変速機や一般工作機械に用いられる湿式多板クラッチに関する。
【0002】
【従来の技術】
図4に湿式多板クラッチ10の基本的な構成を示す。ハウジング20はドラム部分21を有しており、そのスプライン部22にはセパレータプレート52が組み込まれている。また、ハブ40のスプライン部41にはフリクションプレート50が組み込まれている。30は押圧ピストンであって、作動時には油室32内の油圧によって押圧ピストン30は図の右方に押され、摩擦材51を表面に貼着されたフリクションプレート50とセパレータプレート52とをスナップリング23で支えられた受け板24との間に押圧し、クラッチが係合され、ハウジング20とハブ40間に動力が伝達される。31は押圧ピストン30に設けられたOリング、42はハブに設けられ、摩擦係合部に潤滑油を供給する潤滑油供給孔である。
このようにハブ40の潤滑油供給孔42から摩擦係合部に潤滑油を供給して冷却を行う方式において、従来は、図5に示すようにハブ40に潤滑油供給孔42が設けられているのみで、潤滑油はクラッチ係合時にも解放時にも供給されているので、クラッチ解放時にもセパレータプレートとフリクションプレートとの間に冷却用の潤滑油が充満し、その粘性による引き摺りトルクが発生し、車両の燃費悪化を招いてしまうという問題があった。
【0003】
そこで、図6に示すような、クラッチ係合時にのみ潤滑油を供給する手段も考えられた。図6で図4と同じ符号は同じ部分を表し、クラッチとしての作動は全く同じである。
図6に示す構成では、入力軸80に油路81を設け、また、押圧ピストン30には入力軸上をすべるピストンスリーブ33が一体に形成され、そこに油孔34が設けられている。
図6は、クラッチ解放時の状態を示し、そのときは、押圧ピストン30はリターンスプリング35によって図の右方に後退し、油孔34と油路81は位置がずれ、潤滑油は供給されないように構成されている。油室32に圧力油が供給され、押圧ピストン30が図の左方に移動したクラッチ係合時には、油孔34も左に移動して油路81と合致し、図の点線で示すように潤滑油が供給され、係合部を冷却して油排出孔25から排出される。
このような構成によれば、非係合時の潤滑油の供給を遮断できるが、油孔34の軸方向寸法がピストン30の移動距離より短くならなければならない。すなわち、油孔34の軸方向寸法がピストン30の移動距離より大きいと、ピストンが右側に戻ったときでも油孔34は油路81上から完全には離れず、潤滑油の供給を遮断することはできない。
しかしながら、実際には小型化のため、あるいはクラッチの締結時間を短くするためにピストンの移動距離を約1〜1.5mmと短く設定することが望ましく、そのため油孔34の軸方向寸法はかなりの制限を受ける。また、油孔34の周方向寸法を大きくすることによって、潤滑油供給孔の面積を大きくしたとしても、潤滑油がクラッチプレート等の係合部材まで到達するにはリターンスプリングの隙間やハブに設けられた潤滑油供給孔42などを通過しなければならないので、潤滑油を充分に供給することが難しくなるという問題があった。
【0004】
【発明が解決しようとする課題】
この発明は、湿式多板クラッチにおいて、クラッチの締結時のみ係合部材に潤滑油を供給して冷却を行い、クラッチ解放時には潤滑油の供給を遮断して引き摺りトルクの軽減を図るとともに、潤滑油供給孔の形状や寸法に関する設計の自由度が大きく、しかもクラッチ締結時に充分な潤滑油を供給することができるような湿式多板クラッチを提供することを目的としている。
【0005】
【課題を解決するための手段】
この発明は、前記の課題を解決するために、入出力を伝達すべき同軸のドラムとハブを有する湿式多板クラッチにおいて、ハブは互いに周方向に相対移動可能な外側部材と内側部材とからなる二重構造となっており、各部材には潤滑油供給孔及び各部材間の周方向の相対移動範囲を規制する凹部と凸部が一対で設けられ、相対移動によって凸部が、凹部の、ハブの回転方向側の端面に達したとき各部材の潤滑油供給孔が合致し、また、前記凹部と凸部とが形成する空所には、前記各部材をそれぞれ反対方向へ付勢するスプリングが介在していることを特徴とする湿式多板クラッチを得たものである。
【0006】
【発明の実施の形態】
図1ないし図3はこの発明のハブ40の構成を示す断面図であって、外側には図4に示したセパレータプレート52が画かれ、他部材との関係位置が示されている。
図1はクラッチ解放時の状態を示す。ハブ40は互いに相対移動可能な外側部材60と内側部材70との二重構造となっていて、外側部材60にスプライン部41が設けられている。外側部材60には図示の如く適当な間隔で凹部61と潤滑油供給孔62が設けられている。また、内側部材70には上記の凹部61に嵌入する凸部71と、上記の潤滑油供給孔62と後述するような対応位置にある潤滑油供給孔72とが設けられている。さらに、外側部材60の凹部61と内側部材70の凸部71との間に形成される空所43にはスプリング45が介在していて、クラッチが解放されている無負荷時には外側部材60と内側部材70を図示の如く反対方向に付勢し、潤滑油供給孔62と72とは引き離され、ハブの内方から外方への潤滑油の供給は遮断されている。なお、図において矢印Rはハブの回転方向を示している。
【0007】
図2は、クラッチが締結された場合の負荷時の状態を示し、ハブ40が矢印R方向に回転しているとき、クラッチが締結され負荷がかかると、外側部材60に対して内側部材70がスプリング45に抗してスプリングを圧縮しつつ相対的に矢印R方向に相対移動し、図2に示すように凸部71が凹部61の、ハブの回転方向の端面に衝接するまで移動する。そして、この凹部61の端面と凸部71とが衝接した面が荷重受け部44となり、外側部材60と内側部材70とが一体となって、ハブ40として回転し、図4に示すような係合部材を介してトルクがハブ40からドラム21に伝達される。そのとき、潤滑油供給孔62と72とは図2に示すように、その位置が合致し、小さな矢印lで示すように潤滑油がハブの内方に供給される。
【0008】
図3は別な実施例を示し、図1に示すクラッチ解放時に相当する図である。図1に示す実施例ではクラッチ解放時には潤滑油供給が完全に遮断されるが、これでは油の粘性等により、クラッチ締結から潤滑油が供給されるまで僅かであっても時間がかかり、摩擦係合面に潤滑油が供給されず発熱してしまうおそれがある。そこで、図3に示す第2実施例では、外側部材60に小径の第2潤滑油供給孔63を、また、内側部材70には第2潤滑油供給孔73をそれぞれ潤滑油供給孔62,72とは別に設け、クラッチ解放の無負荷時にこれらの小径の第2潤滑油供給孔63,73が合致して第2潤滑油供給孔46が形成されるように構成する。
そうすることによって、無負荷時においても、少量づつではあるが、あらかじめ必要最低限の潤滑油を供給しておくことができる。
【0009】
【効果】
この発明の湿式多板クラッチは、前記の如き構成であって、クラッチ解放時には潤滑油の供給を遮断して引き摺りトルクの軽減を図り、かつ、潤滑油供給孔の形状や寸法の設計に大きな自由度を持たすことのできる湿式多板クラッチを得たものである。
【図面の簡単な説明】
【図1】 この発明の第1実施例の無負荷時の状態を示す断面図
【図2】 同じく負荷時の状態を示す断面図
【図3】 同じく第2実施例の無負荷時の状態を示す断面図
【図4】 湿式多板クラッチの構成を示す断面図
【図5】 従来のクラッチハブの構成を示す断面図
【図6】 従来の湿式多板クラッチの別な構成を示す断面図
【符号の説明】
10 湿式多板クラッチ
20 ハウジング
21 ドラム
22 スプライン部
23 スナップリング
24 受け板
25 油排出孔
30 押圧ピストン
31 Oリング
32 油室
33 ピストンスリーブ
34 油孔
35 リターンスプリング
40 ハブ
41 スプライン部
42 潤滑油供給孔
43 空所
44 荷重受け部
45 スプリング
50 フリクションプレート
51 摩擦材
52 セパレータプレート
60 外側部材
61 凹部
62 潤滑油供給孔
63 第2潤滑油供給孔
70 内側部材
71 凸部
72 潤滑油供給孔
73 第2潤滑油供給孔
80 入力軸
81 油路
[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a wet multi-plate clutch used in an automatic transmission or a general machine tool.
[0002]
[Prior art]
FIG. 4 shows a basic configuration of the wet multi-plate clutch 10. The housing 20 has a drum portion 21, and a separator plate 52 is incorporated in the spline portion 22. A friction plate 50 is incorporated in the spline portion 41 of the hub 40. Reference numeral 30 denotes a pressing piston. During operation, the pressing piston 30 is pushed to the right in the figure by the hydraulic pressure in the oil chamber 32, and the friction plate 50 having the friction material 51 adhered to the surface thereof and the separator plate 52 are snap-ringed. , The clutch is engaged, and power is transmitted between the housing 20 and the hub 40. 31 is an O-ring provided in the pressing piston 30, and 42 is a lubricating oil supply hole which is provided in the hub and supplies lubricating oil to the friction engagement portion.
Thus, in the system in which the lubricant is supplied from the lubricant supply hole 42 of the hub 40 to the friction engagement portion for cooling, the hub 40 is conventionally provided with the lubricant supply hole 42 as shown in FIG. Since the lubricant is supplied both when the clutch is engaged and when it is released, the cooling lubricant is filled between the separator plate and the friction plate even when the clutch is released, and drag torque is generated due to its viscosity. However, there is a problem that the fuel consumption of the vehicle is deteriorated.
[0003]
Accordingly, a means for supplying lubricating oil only when the clutch is engaged as shown in FIG. 6 has been considered. In FIG. 6, the same reference numerals as those in FIG. 4 denote the same parts, and the operation as a clutch is exactly the same.
In the configuration shown in FIG. 6, an oil passage 81 is provided on the input shaft 80, and a piston sleeve 33 that slides on the input shaft is formed integrally with the pressing piston 30, and an oil hole 34 is provided there.
FIG. 6 shows a state when the clutch is released. At that time, the pressing piston 30 is moved back to the right by the return spring 35 so that the oil hole 34 and the oil passage 81 are out of position so that the lubricating oil is not supplied. It is configured. When the pressure oil is supplied to the oil chamber 32 and the pressing piston 30 moves to the left in the figure, the oil hole 34 also moves to the left to match the oil passage 81 and lubricates as shown by the dotted line in the figure. Oil is supplied, the engaging portion is cooled and discharged from the oil discharge hole 25.
According to such a configuration, the supply of lubricating oil at the time of non-engagement can be shut off, but the axial dimension of the oil hole 34 must be shorter than the moving distance of the piston 30. That is, if the axial dimension of the oil hole 34 is larger than the moving distance of the piston 30, even when the piston returns to the right side, the oil hole 34 is not completely separated from the oil passage 81 and the supply of the lubricating oil is cut off. I can't.
However, in practice, it is desirable to set the moving distance of the piston as short as about 1 to 1.5 mm in order to reduce the size or shorten the engagement time of the clutch, so that the axial dimension of the oil hole 34 is considerably large. Be restricted. Also, even if the area of the lubricating oil supply hole is increased by increasing the circumferential dimension of the oil hole 34, the lubricating oil cannot reach the engaging member such as the clutch plate, and is provided in the gap of the return spring or the hub. Therefore, there is a problem that it is difficult to supply the lubricating oil sufficiently.
[0004]
[Problems to be solved by the invention]
In the wet multi-plate clutch, the lubricating oil is supplied to the engaging member for cooling only when the clutch is engaged, and the supply of the lubricating oil is cut off when the clutch is released to reduce the drag torque. It is an object of the present invention to provide a wet multi-plate clutch that has a high degree of design freedom regarding the shape and dimensions of the supply hole and that can supply sufficient lubricating oil when the clutch is engaged.
[0005]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, the present invention is a wet multi-plate clutch having a coaxial drum and a hub to which input / output is to be transmitted, and the hub includes an outer member and an inner member that are movable relative to each other in the circumferential direction. It has a double structure, and each member is provided with a pair of a concave portion and a convex portion that regulate the relative movement range of the lubricating oil supply hole and each member in the circumferential direction. A spring that urges each member in the opposite direction in the space formed by the recess and the protrusion when the lubricating oil supply hole of each member matches when the end surface of the hub in the rotational direction is reached. In this way, a wet multi-plate clutch is obtained, which is characterized by the presence of.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
1 to 3 are cross-sectional views showing the configuration of the hub 40 of the present invention. On the outer side, the separator plate 52 shown in FIG. 4 is drawn, and the positions relative to other members are shown.
FIG. 1 shows a state when the clutch is released. The hub 40 has a double structure of an outer member 60 and an inner member 70 that can move relative to each other, and a spline portion 41 is provided on the outer member 60. The outer member 60 is provided with recesses 61 and lubricating oil supply holes 62 at appropriate intervals as shown in the figure. Further, the inner member 70 is provided with a convex portion 71 fitted into the concave portion 61, the lubricating oil supply hole 62, and a lubricating oil supply hole 72 at a corresponding position as described later. Further, a spring 45 is interposed in a space 43 formed between the concave portion 61 of the outer member 60 and the convex portion 71 of the inner member 70, and the outer member 60 and the inner portion are not loaded when the clutch is released. The member 70 is urged in the opposite direction as shown in the figure, the lubricating oil supply holes 62 and 72 are pulled apart, and the supply of lubricating oil from the inside of the hub to the outside is cut off. In the figure, an arrow R indicates the rotation direction of the hub.
[0007]
FIG. 2 shows a state when a load is applied when the clutch is engaged. When the hub 40 rotates in the direction of arrow R and the clutch is engaged and a load is applied, the inner member 70 is moved relative to the outer member 60. While relatively compressing the spring against the spring 45, it relatively moves in the direction of arrow R, and as shown in FIG. 2, the convex portion 71 moves until it contacts the end surface of the concave portion 61 in the rotational direction of the hub. Then, the surface where the end surface of the concave portion 61 and the convex portion 71 come into contact with each other becomes the load receiving portion 44, and the outer member 60 and the inner member 70 are integrated to rotate as the hub 40, as shown in FIG. Torque is transmitted from the hub 40 to the drum 21 via the engaging member. At that time, as shown in FIG. 2, the positions of the lubricating oil supply holes 62 and 72 coincide with each other, and the lubricating oil is supplied inward of the hub as indicated by a small arrow l.
[0008]
FIG. 3 shows another embodiment and corresponds to the clutch release shown in FIG. In the embodiment shown in FIG. 1, the supply of lubricating oil is completely shut off when the clutch is released. However, due to the viscosity of the oil, it takes a little time until the lubricating oil is supplied after the clutch is engaged. Lubricating oil may not be supplied to the mating surface and heat may be generated. Therefore, in the second embodiment shown in FIG. 3, the second lubricating oil supply hole 63 having a small diameter is formed in the outer member 60, and the second lubricating oil supply hole 73 is formed in the inner member 70, respectively. The second lubricating oil supply hole 46 is formed so that these small-diameter second lubricating oil supply holes 63 and 73 are aligned with each other when no load is applied to release the clutch.
By doing so, even when there is no load, a minimum amount of lubricating oil can be supplied in advance, although in small amounts.
[0009]
【effect】
The wet multi-plate clutch of the present invention is configured as described above, and when the clutch is released, the supply of the lubricating oil is cut off to reduce the drag torque, and the shape and size of the lubricating oil supply hole are greatly free. A wet-type multi-plate clutch capable of maintaining a degree is obtained.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing a state when no load is applied in the first embodiment of the present invention. FIG. 2 is a cross-sectional view showing a state when the load is also applied. FIG. 4 is a cross-sectional view showing the configuration of a wet multi-plate clutch. FIG. 5 is a cross-sectional view showing the configuration of a conventional clutch hub. FIG. 6 is a cross-sectional view showing another configuration of the conventional wet multi-plate clutch. Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Wet multi-plate clutch 20 Housing 21 Drum 22 Spline part 23 Snap ring 24 Receiving plate 25 Oil discharge hole 30 Pressing piston 31 O ring 32 Oil chamber 33 Piston sleeve 34 Oil hole 35 Return spring 40 Hub 41 Spline part 42 Lubricating oil supply hole 43 Space 44 Load receiving portion 45 Spring 50 Friction plate 51 Friction material 52 Separator plate 60 Outer member 61 Concavity 62 Lubricating oil supply hole 63 Second lubricating oil supply hole 70 Inner member 71 Convex portion 72 Lubricating oil supply hole 73 Second lubrication Oil supply hole 80 Input shaft 81 Oil passage

Claims (2)

入出力を伝達すべきドラムとハブが同軸に設けられており、前記ドラムの内周に配置されたセパレータプレートと前記ハブ外周に取り付けられたフリクションプレートが交互に配列され、押圧ピストンによる圧力によって、前記各プレートが摩擦係合する湿式多板クラッチにおいて、
前記ハブは互いに周方向に相対移動可能な外側部材と内側部材とからなる二重構造となっており、前記各部材には潤滑油供給孔及び各部材間の周方向の相対移動範囲を規制する凹部と凸部が一対で設けられ、相対移動によって凸部が、凹部の、ハブの回転方向側の端面に達したとき前記の各部材の潤滑油供給孔が合致し、また、前記凹部と凸部とが形成する空所には、前記各部材をそれぞれ反対方向へ付勢するスプリングが介在していることを特徴とする湿式多板クラッチ。
A drum and a hub to which input and output are to be transmitted are provided coaxially, and a separator plate disposed on the inner periphery of the drum and a friction plate attached to the outer periphery of the hub are alternately arranged. In the wet multi-plate clutch in which each plate frictionally engages,
The hub has a double structure composed of an outer member and an inner member that can move relative to each other in the circumferential direction, and each member regulates a lubricating oil supply hole and a circumferential relative movement range between the members. A pair of a concave portion and a convex portion is provided, and when the convex portion reaches the end surface of the concave portion on the rotation direction side of the hub by relative movement, the lubricating oil supply holes of the respective members are matched, and the concave portion and the convex portion The wet multi-plate clutch is characterized in that a spring for urging each member in the opposite direction is interposed in a space formed by the portion.
前記の二重構造のハブには、クラッチが解放されている無負荷時にも少量の潤滑油を供給するように、無負荷時に位置が合致して潤滑油供給孔となるような供給孔がそれぞれ設けられていることを特徴とする請求項1記載の湿式多板クラッチ。The double-structured hub has a supply hole that matches the position when no load is applied and becomes a lubricant supply hole so that a small amount of lubricant is supplied even when there is no load when the clutch is released. The wet multi-plate clutch according to claim 1, wherein the wet multi-plate clutch is provided.
JP32240198A 1998-11-12 1998-11-12 Wet multi-plate clutch Expired - Fee Related JP4130988B2 (en)

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JP4130988B2 true JP4130988B2 (en) 2008-08-13

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CN102312928A (en) * 2011-08-24 2012-01-11 重庆齿轮箱有限责任公司 Spline lubricating structure
CN110686019B (en) * 2019-09-25 2021-01-12 西安法士特汽车传动有限公司 Self-adaptive lubricating system of clutch

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