KR101870349B1 - Wave type friction pad for wet clutch system and wet multi plate clutch having this - Google Patents

Abstract

The present invention relates to a wet type wet clutch friction pad for drag torque reduction and a wet type multiplate clutch including the same. The core plate 131 includes an annular core plate 131 and a friction member 140 coupled to the core plate 131 and facing the separate plate 120. The friction plate 140 faces the separator plate 120, The core plate 131 and the friction member 140 are formed with continuous wave-shaped bending on the outer surface of the core plate 131 and the outer surface of the core plate 131, The interval between the core plate 131 and the separator plate 120 is repeatedly increased or decreased along the rotation direction of the core plate 131 and the friction unit 140. In the present invention, the friction pad 130 is formed in a wave shape, and a portion where the distance from the separator plate 120 increases along the rotation direction of the friction pad 130 is made. The transmission oil can be discharged more quickly and smoothly through the space between the increased intervals, and the drag torque of the clutch device and hence the power loss is greatly reduced.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a wet type friction clutch pad for wet torque clutch,

The present invention relates to a wet clutch friction pad for reducing drag torque, and more particularly, to a wet clutch friction pad having a groove shape for use in a dual clutch transmission of an automobile and having a groove shape for reducing a drag torque, To a wet multi-plate clutch.

In the field of transmission, the dual clutch transmission (hereinafter referred to as 'DCT'), which is combined with the advantages of a manual transmission having excellent fuel economy and sporty driving performance, an advantage of an automatic transmission having a driving convenience and a smooth shifting performance Research is actively being carried out.

The basic structure of the DCT is divided into two clutches and a synchronizer, which is a gear engagement structure. One clutch is connected to the engine and the other clutch is disengaged, and the synchronizer is tightened. Then, the two clutches are released and connected to perform shifting to the next speed change gear. This shift process minimizes the power cut-off interval and improves the acceleration performance. At the same time, it automates the operation of the clutch and the synchronizer with the actuator to enhance the driver's convenience.

Such a dual clutch device can be classified into a dry clutch whose surface of the clutch plate is operated by dry friction and a wet clutch which transmits power by engaging the clutch plate in the transmission fluid.

Among them, the ability of the wet clutch is greatly influenced by the drag torque. The drag torque occurs in the ready to fasten state, more specifically, due to the flow shear resistance of the transmission fluid present in the contact surface clearance between the separate plate and the friction pad. This drag torque not only reduces the efficiency of the system due to power loss, but also affects the shift timing. Therefore, the design for reducing drag torque is an important factor that enables efficient use and distribution of engine power and improves fuel economy.

Korean Patent Publication No. 10-2016-0064090

SUMMARY OF THE INVENTION It is an object of the present invention to reduce the drag torque by discharging the transmission fluid present between the separate plate and the contact pad more quickly.

According to an aspect of the present invention for achieving the above object, the present invention provides a core plate comprising an annular core plate, a friction plate coupled to the core plate and facing the separate plate, And the core plate and the friction means are continuously formed with wave-like bending, and the core plate and the friction means are continuously formed with the wedge- And the pad groove is formed in a part of the oil inflow channel formed in the form of a mesh in the friction means, and a diffusion part having a gradually increasing width along the direction in which the transmission oil flows is formed in the pad groove .

The pad groove is formed in a portion where the gap between the friction means and the separate plate is the largest.

The core plate and the rubbing means are continuously formed by the projecting portion and the recessed portion so as to have a wave shape as a whole.

The rubbing means may comprise a plurality of friction segments arranged at regular intervals on the core plate, or a friction body including a friction segment and being laminated on the core plate.

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The core plate having an inlet portion extending from the inner circumferential surface of the core plate, an outlet portion connected to the inlet portion and enlarged toward the outer circumferential surface of the core plate, and an outlet portion connected to the outlet portion, And a diffusion portion for widening the width of the outlet portion.

According to another aspect of the present invention, there is provided a clutch hub comprising: a clutch housing; a piston mounted within the clutch housing and receiving a pressure of the transmission oil; a clutch hub disposed in the clutch housing and mounted on an output shaft; And a clutch plate having a plurality of separate plates for receiving a pressure from the piston and friction pads alternately arranged with the separate plates, wherein a pad groove connecting the inner circumferential surface and the outer circumferential surface of the friction pad is formed on an outer surface of the friction pad, The friction pad is continuously formed with a wave-like bend, and the interval between the friction plate and the separate plate is repeatedly increased or decreased along the rotational direction of the friction pad.

The wet clutch friction pad for reducing drag torque according to the present invention as described above and the wet type multi-plate clutch having the friction clutch pad have the following effects.

In the present invention, the friction pad is formed in a wave shape, and a portion where an interval between the friction pad and the separate plate increases along the rotation direction of the friction pad is made. The transmission oil can be discharged more quickly and smoothly through the space between the increased intervals, and the drag torque of the clutch device and hence the power loss is greatly reduced. As a result, the efficiency of the system is improved according to the present invention.

Particularly, in the present invention, a diffusion portion having a wide width is formed in the pad groove formed in the friction pad. Since the transmission oil can be discharged more smoothly through the pad groove shape, the drag torque of the clutch device can be further reduced.

In the present invention, the fuel consumption can be improved by reducing the drag torque, and the time lag and the shift shock can be reduced at the time of shifting engagement by inducing quick discharge of the transmission oil present in the clutch contact gap, Improvement is achieved.

In addition, since the transmission oil is rapidly discharged, the frictional heat acting on the clutch plate can be quickly discharged, thereby improving the cooling efficiency.

Particularly, it is possible to bring about the above-mentioned effects only by changing the shape of the friction pad, so that it is not necessary to entirely redesign the clutch device, and the clutch device can be applied as it is to the clutch device of the related art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a sectional view showing the construction of a wet type multi-plate clutch to which an embodiment of a wet type wet clutch friction pad for drag torque reduction according to the present invention is applied.
FIG. 2 is a perspective view showing the configuration of a wet type wet clutch friction pad and a separate plate for reducing drag torque corresponding to a portion A in FIG. 1; FIG.
Figure 3 is a side view of the configuration of Figure 2;
4 is a perspective view showing a configuration of a friction plate constituting an embodiment of a wet type wet clutch friction pad for reducing drag torque according to the present invention.
5 (a) to 5 (c) are views showing different embodiments of a friction plate constituting the present invention, respectively.
FIG. 6 is a graph comparing magnitudes of drag torques generated when the embodiments of FIGS. 5 (a) to 5 (c) are applied. FIG.
7 is a plan view showing the shape of a pad groove formed in a friction plate constituting the present invention.
8 is a conceptual diagram simulating the flow of a transmission fluid when a wet type wet clutch friction pad for drag torque reduction according to the present invention is applied to a clutch.
9 is a perspective view showing another embodiment of a friction pad constituting the present invention.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. It should be noted that, in adding reference numerals to the constituent elements of the drawings, the same constituent elements are denoted by the same reference symbols as possible even if they are shown in different drawings. In the following description of the embodiments of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the understanding why the present invention is not intended to be interpreted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected or connected to the other component, Quot; may be "connected," "coupled," or "connected. &Quot;

1, a wet multi-plate clutch is shown. A wet clutch according to the present invention includes a clutch housing (11), a piston (12), a clutch hub (13), and a clutch plate (100).

The piston 12 is mounted in the clutch housing 11 and is capable of performing piston motion by receiving the pressure of the transmission oil flowing into the clutch housing 11. [ The clutch hub 13 is disposed in the clutch housing 11 and mounted on the output shaft. As the clutch hub 13 is mounted on the output shaft, the rotational force transmitted to the clutch hub 13 rotates the output shaft of the transmission.

The clutch plate 100 includes a plurality of separate plates 120 connected to the clutch hub 13 to receive pressure from the piston 12 and friction pads 130 alternately arranged with the separate plates 120. [ Respectively. Here, the plurality of separate plates 120 and the friction pads 130 are fastened to each other by the pressure of the transmission oil supplied to the piston 12.

Since the separate plates 120 and the friction pads 130 are engaged with each other by the pressing force of the transmission oil supplied to the piston 12 in this way, the friction between the separate plates 120 and the friction pads 130 Is transmitted to the output shaft of the transmission via the clutch hub 13 side, whereby the vehicle is shifted and the vehicle is driven.

When the hydraulic pressure applied to the piston 12 is released, the piston 12 is returned to its original position by the restoring force of the elastic member 15 disposed between the piston 12 and the clutch hub 13, .

The clutch hub 13 includes an inner clutch hub 13 and an outer clutch hub 13. The piston 12 is mounted in the clutch housing 11 and receives pressure from the transmission oil passage. The clutch plate 100 includes a first clutch plate 110 connected to the inner clutch hub 13 and receiving pressure from the first piston 12a and a second piston 12b connected to the inner clutch hub 13, And a second clutch plate 150 connected to the outer clutch hub 13 and receiving pressure from the second piston 12b.

That is, the wet clutch of the present invention can be applied to a dual clutch transmission (DCT: Dual Clutch Transmission) having two clutch hubs 13 and two pistons 12 and clutch plates 100, respectively. The dual clutch transmission is an automatic manual transmission in which a clutch plate 100 for taking an odd gear and a clutch plate 100 for taking an even gear are mounted on a structure of a manual transmission having a high efficiency, The other side can prepare for shifting in advance, so that the power loss is small and the shift timing is quick. Here, since the operation of the dual clutch transmission is a known technique, it is omitted.

Next, the friction pad 130 constituting the clutch plate 100 will be described with reference to FIG. 2 is an enlarged perspective view of part A of FIG. The friction pad 130 is formed in a ring shape, where 'pad' is an arbitrary term and can be defined in various terms such as a friction plate or a friction disk.

The friction pad 130 has an annular core plate 131 which forms a skeleton thereof. The core plate 131 is adjacent to the separate plate 120 and has a predetermined gap therebetween so that oil can pass therethrough. 1, the arrow indicates the direction in which the transmission fluid flows and is discharged.

The core plate 131 has a wave shape. More precisely, the core plate 131 does not have a flat plate structure, and the height of the core plate 131 varies along the rotation direction of the core plate 131, thereby forming a wave shape as a whole. The core plate 131 is formed with protrusions 132 and recessed portions 133 alternately. The protrusion 132 protrudes in a direction away from the separate plate 120 which will be described below and the recessed portion 133 is a portion recessed in the direction of the separate plate 120 in the protrusion 132 . In this embodiment, six projections 132 and recessed portions 133 are formed on the core plate 131 in total. 2 to 5, the wave shape curvature of the core plate 131 and the rubbing means 140 to be described later is expressed in a very exaggerated manner.

A frictional means 140 is coupled to the core plate 131. The rubbing means 140 may be seen as a portion that is substantially in contact with the separate plate 120. As shown in FIGS. 2 and 4, the friction means 140 is substantially annular in shape, like the core plate 131, and has an approximately square-shaped friction segment 145 on its outer surface. And an oil inflow channel 146 is formed between the friction segments 145 so as to be recessed. The oil inlet channel 146 connects the inner circumferential surface and the outer circumferential surface of the core plate 131.

The shape of the rubbing means 140 is shown in Fig. The rubbing means 140 is also annular like the core plate 131 and overlaps the core plate 131. More precisely, in this embodiment, the friction means 140 includes a friction body 141 in which the projections 142 and the concave portions 143 are continuously connected, a friction segment 145 formed on the outer surface of the friction body 141, . In this embodiment, the number of the protrusions 142 formed in the rubbing means 140 is six as in the case of the core plate 131, but it is not necessarily limited to six, and may be five or less or seven or more . 9 shows an example of the friction means 240 having four protrusions 242 and a concave portion 243 in total.

The core plate 131 and the frictional means 140 continuously form the wavy bending so that the core plate 131 and the frictional means 140 can move along the rotation direction of the core plate 131 and the frictional means 140, The interval between the first electrode 120 and the second electrode 120 is repeatedly increased or decreased. 3, a certain space is formed between the lower portion of the protrusion 132 of the core plate 131 and the friction unit 140 and the separate plate 120, and the transmission oil can be smoothly discharged through the space.

Meanwhile, as shown in FIG. 4, the friction segments 145 are formed in a substantially rectangular shape, and a plurality of the friction segments 145 are disposed at regular intervals to form an oil inlet channel 146 in the form of a net or a waffle therebetween . The transmission oil can pass through the oil inlet channel 146. [

A pad groove 147 is formed in a part of the oil inflow channel 146. The pad groove 147 is formed in the friction body 141 and the pad groove 147 is a portion recessed on the outer surface of the friction means 140 facing the separate plate 120. So that the transmission fluid can pass smoothly through the pad groove 147. 7, the pad groove 147 is formed across the friction means 140 in such a manner as to connect the inner circumferential surface I and the outer circumferential surface O of the rubbing means 140. That is, the pad groove 147 may be formed in the radial direction of the friction means 140.

5, different embodiments are shown with respect to positions where the pad grooves 147 are formed. First, the embodiment shown in FIG. 5A is a first embodiment in which the pad groove 147 is formed at the portion of the rubbing means 140 most tightly contact with the separate plate 120, that is, at the concave portion 143, 5 (b) is a second embodiment in which the pad groove 147 is formed at a position corresponding to the middle of the protrusion 142 and the concave portion 143 of the rubbing means 140, and FIG. 5 (c) Is formed at the portion of the friction means 140 farthest from the separate plate 120, that is, at the protruding portion 142. As shown in Fig.

The results of simulating these different embodiments are shown in FIG. FIG. 6 shows a result of examining how the magnitude of the drag torque varies with the position of the pad groove 147. The X axis represents the number of revolutions per unit time, and the Y axis represents the drag torque. In comparison, the core plate 131 and the frictional means 140 are not of the wave type, that is, the core plate 131 and the frictional means 140 are compared with each other in comparison with the present invention.

As shown in FIG. 6, the drag torque gradually decreases from 1000 rpm in all cases. However, at 1000 rpm to 2000 rpm, it can be seen that the drag torque is relatively small in the third embodiment. The drag torque of the first embodiment and the third embodiment are similar to each other when the rotational speed exceeds 2000 rpm. When it is seen that the actual vehicle is driven mainly at 1000 to 4000 rpm, the third embodiment is most preferable. When the pad groove 147 is formed at the position that is farthest from the third embodiment, that is, the farthest from the separate plate 120, a sufficient space is formed between the pad groove 147 and the transmission oil to pass therethrough. Which is advantageous in reducing the drag torque. In addition, time lag and shift shock can be reduced when shifting is engaged. As a result, it is preferable that the pad groove 147 is formed at a portion having the largest gap between the friction means 140 and the separate plate 120.

The shape of the pad groove 147 is well shown in FIG. The pad groove 147 largely includes an inlet portion 147a, an outlet portion 147b, and a diffusion portion 147c. The inlet 147a extends from the inner circumferential surface I of the core plate 131 and has a constant width as shown in FIG. The inlet portion is formed at a predetermined distance from the inner peripheral surface (I) of the rubbing means (140) in the direction of the outer peripheral surface (O). It is needless to say that the inlet 147a does not necessarily have a constant width but may extend to a certain extent in the direction of the outer peripheral surface O or may extend in a curved shape.

The outlet portion 147b of the pad groove 147 is connected to the inlet portion 147a and extends toward the outer peripheral surface O of the friction means 140. [ The outlet 147b has a larger width than the inlet 147a. More precisely, the outlet portion 147b has a shape enlarged so as to have a gradually increasing width toward the outer peripheral surface O of the friction pad 130. [ This allows the transmission oil to be discharged more smoothly.

Meanwhile, a diffusion portion 147c is connected to the outlet portion 147b. The diffusion portion 147c is connected to the outlet portion 147b and extends along the rotation direction of the friction pad 130 to widen the width of the outlet portion 147b. That is, the diffusion portion 147c may be formed on only one side of the rotational direction of the rubbing means 140 from both sides of the outlet portion 147b, or may be formed to be symmetrical on both sides as shown in Fig. The diffusion portion 147c may be regarded as a part of the outlet portion 147b.

This diffusion portion 147c allows the transmission fluid to be discharged more smoothly and at a higher speed, thereby greatly reducing the drag torque of the clutch device and the resulting power loss in the ready state of engagement. In addition, the diffusion portion 147c induces quick release of the clutch oil in the clutch contact gap, that is, between the friction pad 130 and the separate plate 120, thereby reducing the time lag and shift shock at the time of shifting engagement So that the frictional heat acting on the clutch plate 100 can be quickly discharged.

The appearance of the transmission fluid passing through the pad groove 147 according to the present invention can be seen in FIG. 8 is a view showing the flow of the transmission oil when the embodiment shown in FIG. 7 is applied. In the three-dimensional model shown in FIG. 8, the space between the friction pad 130 and the separate plate 120 is modeled by embossing into a three-dimensional shape. Accordingly, the shape of the pad groove 147 is shown as protruding. In FIG. 8, reference numeral 147a 'denotes a portion corresponding to the entrance portion 147a of the preceding pad groove 147, and reference numeral 147b' denotes a portion corresponding to the exit portion 147b of the previous pad groove 147 And reference numeral 147c 'denotes a portion corresponding to the diffusion portion 147c of the pad groove 147.

Although the friction member 140 is composed of the friction body 141 and the friction member 145 provided in the friction member 140 in the foregoing embodiment, the friction member 140 does not include the friction member 141 145). In this case, the friction segment 145 may be directly coupled to the outer surface of the core plate 131, or may be integrally formed with the core plate 131.

As described above, in the present invention, the friction pad 130 is formed in a wave shape as a whole, and a portion where the distance from the separate plate 120 increases along the rotation direction of the friction pad 130 is made. The transmission oil can be discharged more quickly and smoothly through the space between the friction pad 130 and the separate plate 120. [ When the transmission fluid is smoothly discharged, the drag torque of the clutch device and the power loss therefrom are greatly reduced. As a result, the efficiency of the system can be improved according to the present invention. The results of this are more clearly seen from the simulation results of FIG. 6 as previously discussed.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. That is, within the scope of the present invention, all of the components may be selectively coupled to one or more of them. Furthermore, the terms "comprises", "comprising", or "having" described above mean that a component can be implanted unless otherwise specifically stated, But should be construed as including other elements. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

The foregoing description is merely illustrative of the technical idea of the present invention, and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention are not intended to limit the scope of the present invention but to limit the scope of the technical idea of the present invention. The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be construed as falling within the scope of the present invention.

11: clutch housing 12: piston
13: clutch hub 15: elastic member
100: clutch plate 120: separate plate
130: Friction pad 131: Core plate
132, 142: projections 133, 143:
140: Friction means 141: Friction body
145: Friction segment 146: Oil inflow channel
147: Pad groove 147a:
147b: outlet portion 147c: diffusion portion

Claims (10)

An annular core plate,
And a friction means coupled to the core plate and facing the separate plate,
A pad groove connecting the inner circumferential surface and the outer circumferential surface of the core plate is formed on the outer surface of the friction means facing the separate plate,
The core plate and the rubbing means are continuously formed with a wavy bend, the interval between the core plate and the rubbing means and the separate plate is repeatedly increased or decreased along the rotational direction of the core plate and the rubbing means,
Wherein the pad groove is formed in a part of the oil inflow channel formed in the form of a net in the friction means,
Wherein the pad groove is provided with a diffusion portion having a gradually increasing width along a direction through which the transmission oil flows.
The wet type clutch friction pad according to claim 1, wherein the pad groove is formed at a portion where the gap between the friction means and the separate plate is largest.
The wet type clutch friction pad according to claim 1, wherein the core plate and the friction means are formed in a wave shape as a whole by continuously connecting the projecting portion and the recessed portion.
The drag torque reduction type magnetic bearing according to claim 1, wherein the friction means comprises a plurality of friction segments provided at regular intervals on the core plate, or a friction body comprising a friction segment and laminated on the core plate, Wet Clutch Friction Pads.
delete 2. The pad according to claim 1,
An inlet portion extending from the inner circumferential surface of the core plate,
An outlet portion connected to the inlet portion and enlarged toward an outer circumferential surface of the core plate,
And a diffusing portion extending in at least one of the left and right directions of the outlet portion to widen the width of the outlet portion.
A clutch housing,
A piston mounted in the clutch housing and receiving a pressure of the transmission oil;
A clutch hub disposed in the clutch housing and mounted to the output shaft,
And a clutch plate having a plurality of separate plates connected to the clutch hub to receive a pressure from the piston, and friction pads alternately arranged with the separate plates,
The friction pad is formed on its outer surface with a pad groove which connects an inner circumferential surface and an outer circumferential surface of the friction pad,
Wherein the frictional pad is continuously formed with a wave-like bend, the interval between the frictional pad and the separate plate is repeatedly increased or decreased along the rotational direction of the friction pad,
Wherein the pad groove is formed in a part of the oil inflow channel formed in the form of a mesh on the friction pad,
Wherein the pad groove is formed with a diffusion portion having a gradually increasing width along a direction through which the transmission oil flows.
The wet type multiplate clutch according to claim 7, wherein the pad groove is formed at a portion where the gap between the friction pad and the separate plate is the largest.
9. The wet type multi-plate clutch according to claim 8, wherein the friction pad is formed in a wave shape as a whole by continuously connecting the projecting portion and the recessed portion.
10. The pad according to any one of claims 7 to 9,
An inlet portion extending from an inner circumferential surface of the friction pad,
An outlet portion connected to the inlet portion and enlarged toward the outer peripheral surface of the friction pad,
And a diffusion portion extending in at least one of a left-right direction of the outlet portion and widening the width of the outlet portion.

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