RU2357125C1 - Double-flow friction clutch - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention is related to the field of machine building, in particular to double-flow friction clutches of disc type. Double-flow friction clutch comprises body, pressure plate and two slave discs, and also mechanism for connection of clutch, which is functionally combined by pressure mechanism with two disc springs and carriers that are rigidly connected to pressure plate. Clutch body is arranged in the form of shell, inside of which there are three lugs installed at the angle of 120° relative to each other. There are two cylinders with pistons arranged in every lug. In every cylinder there is trapezoidal groove for sealing ring, which also performs function of piston return. On external surface of body there is crown that is engaged with according internal crown arranged on flywheel body. Outside, on body of friction clutch there is sealing device arranged in the form of shell, on internal side of which there are four collars with three stop rings that form together with clutch body two cavities, to which working fluid is supplied through hoses. Inside body, opposite to pistons, there are master blocks installed, a pair for every piston. There are slave discs installed between master blocks.

EFFECT: increased efficiency of power plant due to reduction of losses in process of switching without interruption of power flow.

2 cl, 1 dwg

Description

The invention relates to the field of mechanical engineering and can be used in automotive power units of general and special purpose.

Known double-flow clutch (VMS) of the disk type, designed to transmit torque from an internal combustion engine (ICE) to an automated two-shaft mechanical gearbox, the input shafts of which are made in the form of a hollow outer and all-metal inner shaft located coaxially. As part of the VHI, a housing can be distinguished, inside of which primary shafts, sets of driving and driven disks of the internal and external shafts, clutch actuating hydraulic cylinders, springs are installed to reduce the sticking effect of the middle disks, internal drums. In this case, the drive clutch discs are connected by means of grooves to the housing, and the follower ones - in a similar way with the corresponding hubs of the drive discs of the input shafts. The VHI housing, through the torsional vibration damper, is connected to the engine crankshaft, and through the drive and driven disks, to the corresponding input shafts. Coupling control is provided by a hydraulic actuator with executive hydraulic cylinders and a switchgear (see. Audi TT vehicle description).

The specified VHI is multi-disc, therefore it is not without such drawbacks as the complexity of the design, the large mass compared to the double-disc, the difficulty of ensuring complete disengagement of the clutch, and the difficulty of automating the process of engaging and disengaging the clutch.

Also known is a dual-line clutch (VHI) of a disk type in the form of a leading and two driven elements with a pressure disk located between them and a switching mechanism with two disk springs (see patent 2292495 C1, RU IPC F16D 13/44 "Clutch". Bazhenov S .P. Et al., LSTU. No. 20051244/11 dated 01.08.2005. Bull. No. 3 dated 01.27.2007.). The main disadvantages of this technical solution are: a decrease in the transmitted torque as the friction linings wear out; lack of a mechanism to compensate for wear of the friction linings of the driven discs; the complexity of the design of the switching mechanism.

The technical result of the invention is to simplify the design and increase the performance of the power plant by reducing losses during the gear shift without breaking the power flow, as well as by significantly reducing the shift time, which in turn leads to an increase in economic and environmental indicators, and in addition, automation the process of shifting gears of manual transmissions in order to improve the consumer qualities of vehicles.

This is achieved by the fact that the sleeve housing of the cylindrical shape through, for example, a gear ring or slots, is freely connected to the internal gear wheel or slots made on the flywheel housing or the engine vibration damper, or this connection is provided through damping elements, and in its tides, made on the inner side and located relative to each other at an angle, for example, 120 °, two cylinders are made, the axes of which are located at a distance corresponding to the distance from the axis of the housing to the middle when willows, and the cylinders themselves, in pairs in each tide, are directed in diametrically opposite directions, offset relative to each other by the diameter of the cylinder, and in each of them there is a piston with two o-rings mounted in grooves grooved in the cylinder body, closer to it of the output part and on the piston body closer to its bottom part, so that the piston cavities of the cylinders of the same name, through channels, in the form of drills, are connected to the outer cylindrical part of the body, each in its own area on which fixed and fixed motionless sealing device made in the form of a shell, on the inside of which four cuffs with three retaining rings are mounted, forming two cavities together with the clutch housing, for supplying them from the hydraulic pump, through the switchgear and the working fluid hoses, depending from the control signal through the channels in the housing into the piston cavities of the cylinders of the same name, opposite the pistons of which, on two spring-loaded guides with clamps, two leads are mounted pads in the form of metal plates with an attached friction layer, oriented towards each other in such a way that one of the pair of pads abuts against the outer output plane of the piston, and the second against the stop, made in the form of a tide from the inside of the thrust ring, which with their planes, by means of a bolted connection, are attached on both sides to the planes of the clutch housing in such a way that the tides of the rings are opposite the tides of the housing, forming two working zones, in which, between the driving rings kami, driven disks are located, each of which is two steel rings, each of which is riveted to a spring-loaded disc disk providing axial damping, which is freely located between two guide disks with a smaller outer diameter, which are attached to a spline hub mounted on a spline parts of the corresponding input shaft of the gearbox, while on the spring-loaded spring and guide disks there are windows combined with each other and in which damping elements are arranged, which can be steel cylindrical springs or rubber cushions, while the inner primary shaft of the gearbox with its output end rests on a ball bearing mounted in the niche of the crankshaft, and the output end of the outer primary shaft on the inner primary shaft, through the cage with ball bearing mounted between the clutch working areas.

At the same time, the oil of the engine lubrication system or gearbox is used as the working fluid of the hydraulic cylinders.

The drawing shows a General view of a dual-line clutch in section.

The claimed technical solution is a clutch housing 1, through, for example, a gear ring or splines, loosely connected to the internal gear wheel or splines made on the flywheel housing or vibration damper 2 of the engine, which is mounted on the crankshaft 3 or this connection is provided through damping elements . In the tides of the housing 1, located at an angle of 120 ° relative to each other, with equal intervals between them, two cylinders are made, directed to diametrically opposite sides and offset relative to each other by the diameter in which the pistons 4. are mounted. On the surface of the piston 4, representing a glass, the bottom part facing the inner cavity of the cylinder, closer to the bottom part there is a groove for the o-ring 5. In each of the cylinders closer to the output part there is a trapezoidal groove for sealing a relative ring 6, which also performs the function of a delivery link in the process of returning the piston due to its own elastic deformation.

Inside the housing 1, between the tides of the housing and the rings 7 and 8, opposite the pistons 4, there are three pairs of driving blocks 9 facing the working surface to each other, which are an element of torque transmission to the driven discs 10 and 11, which in turn are located between the pairs corresponding pads 9. The driven disk 10 is connected via splines to the inner primary shaft 12, and the driven disk 11 is similarly connected to the outer primary shaft 13.

Outside, on the housing 1, a sealing device 14 is installed, made in the form of a shell, on the inside of which four cuffs 15 are mounted, directed in pairs with their working edges towards each other with a certain distance between them, with three circlips 16 installed in the corresponding grooves. The sealing device 14 is installed externally on the clutch housing 1 in such a way that the working edges of the cuffs form together with the clutch housing 1 two cavities into which through two threaded holes in rpuse sealing device 14 and the hoses for supplying a working fluid, which through the channels formed in the housing 1 is fed to the cylinders. The sealing device 14 with the help of the flanges made on the outer surface of the housing 1 and the ring 8, is kept from axial movement, and by means of a bracket is attached to the crankcase of the gearbox.

Rings 7 and 8 with tides located similarly to the tides of the housing 1 and serving as an emphasis for the leading blocks 9, are attached to the housing of the coupling 1 by means of a bolted connection.

The leading pads 9 are held in the housing 1 between the tides of the housing and the rings 7, 8 with the help of spring-loaded guides 17, which are located in the holes made in the housing 1 and the rings 7 and 8, and are fixed with cotter pins.

To absorb the loads, the inner input shaft 12, with its output end, is supported by a ball bearing 18, which is located in the niche of the crankshaft 3 and is held by a cover 19. The inner 12 and outer 13 input shafts are connected through a ball bearing 20, which is installed in the cage 21. In this case, the cage 21 by spline connection is connected to the outer input shaft 13 and is held by the retaining rings 22 and 23.

The proposed clutch works as follows. In the initial state, the clutch is off. After starting the engine and its partial or complete warming up to operating temperature, the automatic gear shift drive on the command of the driver engages the first gear. In this case, in the neutral position of the gearbox or hydromechanical gear selector, the microcontroller will not turn on the LCA disk corresponding to the first gear, regardless of the crankshaft speed. When the first gear is engaged and the engine speed increases, the process of starting the car begins. In this case, the microcontroller sends a command to the distributor, through which the working fluid is supplied to the first cavity and through the channels in the housing 1 to the corresponding working cylinders. The pressure of the fluid on the piston 4 determines the engagement of the clutch, providing a smooth compression of the leading blocks 9 to the driven disk 10.

At the moment of starting the car from the place in the automatic mode, the second gear is switched on, preparing the process of shifting the transmission to a higher gear. Upon reaching the appropriate speed in first gear, depending on the engine operating mode (economical or sporty), the control signal from the microcontroller is fed to a distributor that redistributes the fluid flow into the second cavity. In this case, the clutch discs are instantly switched without breaking the power flow, and the torque is transmitted to the gear pair of the second gear through the external input shaft. And so on - until the fifth gear, and at the same time with the fifth gear the microcontroller will leave the fourth gear turned on - in case of an increase in load, when the engine speed drops, and an increase in traction on the drive wheels will be required.

If the dynamics of acceleration of the car is positive, then the machine on the command of the microcontroller engages the second gear, and if the speed of the car is constant (acceleration is zero or deceleration occurs), then the first gear remains engaged. With an increase in the load on the drive wheels (with negative accelerations), the reverse process occurs.

If it is necessary to reverse, at the command of the driver, reverse gear is engaged and only the clutch disc of the outer shaft is involved, the inclusion of which occurs with an increase in the crankshaft speed.

The effect of using the invention lies in the fact that the performance of the power plant is increased by reducing losses during the gear shift without breaking the power flow, as well as by significantly reducing the shift time, which in turn leads to an increase in economic and environmental indicators.

In addition, this technical solution allows you to automate the process of shifting gears of mechanical gearboxes and thereby improve the consumer qualities of vehicles, especially city buses with mechanical gearboxes.

Claims (2)

1. A dual-line clutch of a disk type, comprising a housing, sets of master and driven disks, hydraulic cylinders of the clutch engaging mechanism, characterized in that the clutch housing is cylindrical by means of, for example, a gear ring or splines, loosely connected to the internal gear or slots made on the flywheel housing or the engine vibration damper, or this connection is provided through the damping elements, and in its tides, made from the inside and located relative to d of the other at an angle, for example, 120 °, two cylinders are made, the axes of which are located at a distance corresponding to the distance from the axis of the hull to the middle of the tides, and the cylinders themselves, in pairs at each tide, are directed in diametrically opposite directions, offset relative to each other by the diameter of the cylinder, and in each of them there is a piston with two o-rings mounted in grooves grooved in the cylinder body, closer to its output part, and on the piston body, closer to its bottom, so that the piston cavities cylinders of the same name through channels in the form of holes are connected to the outer cylindrical part of the housing, each in its own area on which the sealing device made in the form of a shell is mounted and fixed motionless, on the inside of which four cuffs with three retaining rings are mounted, forming together with the clutch housing two cavities for supplying them from the hydraulic pump through the switchgear and hoses of the working fluid supplied depending on the control signal through the channels to the core to the piston cavities of the cylinders of the same name, opposite to the pistons of which, on two spring-loaded guides with clamps, two leading blocks in the form of metal plates with an attached friction layer are mounted, oriented towards each other so that one of the pair of blocks rests against the outer output plane of the piston and the second point-blank, made in the form of a tide from the inside of the thrust ring, which are attached by planes, via bolt connection, from both sides to the planes of the core of the clutch in such a way that the tides of the rings are opposite the tides of the body, forming two working areas in which there are driven discs between the leading blocks, each of which is two steel rings, each of which is riveted to a spring-loaded disc providing axial damping, which is freely located between two guide discs with a smaller outer diameter, which are attached to a spline hub mounted on the spline portion of the corresponding the main shaft of the gearbox, while on the blade spring and guide discs there are windows that are combined with each other and in which damping elements are located, which can be steel coil springs or rubber cushions, while the inner primary shaft of the gearbox has its output end relies on a ball bearing mounted in a niche of the crankshaft, and the output end of the outer input shaft on the inner input shaft, mounted through a cage with ball bearing, mounted between the working areas of the clutch. 2. The dual-flow clutch according to claim 1, characterized in that the oil of the engine lubrication system or gearbox is used as the working fluid of the hydraulic cylinders.