US20200018361A1 - Dual clutch with cooling distribution reservoir chambers - Google Patents
Dual clutch with cooling distribution reservoir chambers Download PDFInfo
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- US20200018361A1 US20200018361A1 US16/580,731 US201916580731A US2020018361A1 US 20200018361 A1 US20200018361 A1 US 20200018361A1 US 201916580731 A US201916580731 A US 201916580731A US 2020018361 A1 US2020018361 A1 US 2020018361A1
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- United States
- Prior art keywords
- cooling fluid
- clutch
- fluid inlet
- cooling
- clutch assembly
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- Abandoned
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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
- 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
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
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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
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
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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
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0661—Hydraulically actuated multiple lamellae clutches
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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
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0692—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric with two clutches arranged axially without radial overlap
Definitions
- the disclosure relates to clutches for torque transmission.
- Twin-clutch, twin-shaft, dual shaft, or dual clutch transmissions of the alternating shifting type are well known in the prior art.
- Various types of twin clutch transmissions have been proposed and put into practical use, particularly in the field of wheeled motor vehicles.
- Traditional twin clutch transmissions are of a type in which gears are parted into two groups, each group having an individual main clutch, so that the operative condition of each group of gears is carried out by selectively engaging a corresponding main clutch.
- Twin clutch transmissions are used in vehicles to improve the transition from one gear ratio to another and, in doing so, improve the efficiency of the transmission.
- the gears of each group are typically individually engaged so as to rotatably connect a transmission input shaft to a transmission output shaft for transmitting torque at differing ratios.
- the differing ratios may be engaged by multiple shift clutches.
- the main section may be shifted by means of a shift control system.
- Typical shift control systems include multiple actuators for engaging and disengaging the multiple shift clutches.
- the actuators may be pneumatic, electric, or hydraulic, and typically, one double acting actuator controls each shift clutch.
- the shift control system may also include a control logic for controlling the engagement of the main clutches, and the shift clutches to provide a desired gear ratio during vehicle operation.
- one ratio for each group may be simultaneously engaged with only one main clutch engaged during vehicle operation.
- the engaged main clutch is disengaged as the disengaged main clutch is engaged.
- the disengaged group may be reconfigured as the engaged shift clutch is disengaged while another shift clutch of the group is engaged to provide a higher or low gear ratio to complete the next main clutch disengage/engage process.
- a typical dual clutch is illustrated in commonly owned U.S. Pat. No. 7,082,850, to Hughes, the disclosure of which is hereby incorporated by reference in its entirety.
- Many main clutches include clutch packs, having a plurality of clutch disks, for engaging and disengaging each gear group with the engine. Cooling of these clutch packs have been limited to supplying a cooling oil to the clutch packs, to prevent overheating of the friction surfaces.
- An illustrative embodiment includes a clutch apparatus that includes a clutch pack having a plurality of friction disks.
- the clutch pack will selectively transfer torque from a torque supplying member to a first torque receiving member.
- the apparatus also includes a first cooling fluid inlet. At least a portion of the fluid is supplied through the first cooling inlet to a first friction surface.
- the apparatus further includes a second cooling inlet. The fluid is supplied through the second cooling inlet to a second friction surface.
- the first cooling fluid inlet will selectively supply a greater volumetric flow of the fluid than the volumetric flow of the second cooling inlet.
- FIG. 1 is a schematic illustration of a vehicle according to an embodiment.
- FIG. 2 is a schematic illustration of a transmission and twin clutch arrangement according to an embodiment.
- FIG. 3 is a partial sectional view of a twin clutch arrangement according to an embodiment.
- FIG. 4 is an enlarged view of portion 4 of FIG. 3 .
- FIG. 5 is a view along line 5 - 5 of FIG. 4 .
- FIG. 6 is a flow chart illustrating a method of cooling the clutch of FIG. 3 .
- FIG. 1 illustrates a powertrain system 20 is shown in accordance with an embodiment.
- the powertrain system 20 includes a prime mover 22 , such as a spark-ignited or compression-ignited internal combustion engine, and a transmission 24 .
- a shift control system 26 operates to engage and disengage gear ratios within the transmission 24 , as discussed in greater detail below.
- a main clutch assembly 28 is positioned between the prime mover 22 and transmission 24 to selectively engage/disengage the prime mover 22 from transmission 24 .
- powertrain system 20 also includes an electronic control unit (ECU) 30 for controlling operation of the prime mover 22 , main clutch assembly 28 , and transmission 24 .
- ECU 30 may include a programmable digital computer that is configured to receive various input signals, including without limitation, the operating speed of the prime mover 22 , transmission input speed, selected transmission ratio, transmission output speed and vehicle speed, and processes these signals accordingly to logic rules to control operation of powertrain system 20 .
- ECU 30 may be programmed to deliver fuel to the prime mover 22 when the prime mover 22 functions as an internal combustion engine.
- each of the prime mover 22 , and main clutch assembly 28 may include its own control system (not shown) contained within ECU 30 .
- the present invention is not limited to any particular type or configuration of ECU 30 , or to any specific control logic for governing operation of powertrain system 20 .
- a transmission output rotation from an output shaft, or output member, 32 is distributed to wheels 34 through a drive shaft 36 and a differential 38 .
- FIG. 2 an embodiment of a transmission and clutch arrangement for use in the powertrain system 20 is shown, although other types of
- transmission 24 includes a first input shaft 40 , a second input shaft 42 , a countershaft 44 that extends substantially parallel with first and second input shafts 40 and 42 , and a plurality of gears which are arranged on and/or around shafts 40 , 42 and 44 .
- shafts 40 , 42 and 44 are illustrated as being mounted in a common plane in FIG. 2 , these shafts may be arranged in different planes.
- first input shaft 40 is connectable to an output member 46 of the prime mover 22 , such as a flywheel, through a first main clutch C 1 that is used to establish even speed gearing (viz., second speed gearing, fourth speed gearing and reverse gearing), while second input shaft 42 is connectable to flywheel 46 through a second main clutch C 2 that is used for establishing odd speed gearing (viz., first speed gearing, third speed gearing and fifth speed gearing).
- first main clutch C 1 that is used to establish even speed gearing (viz., second speed gearing, fourth speed gearing and reverse gearing)
- second input shaft 42 is connectable to flywheel 46 through a second main clutch C 2 that is used for establishing odd speed gearing (viz., first speed gearing, third speed gearing and fifth speed gearing).
- first and second main clutches C 1 and C 2 are of a normally OFF type, which assumes the OFF (viz., disengaged) state due to a biasing force of a spring and the like under a normal condition and establishes the ON (viz., engaged) state due to work of a hydraulic or electric actuator upon receiving a given instruction.
- Engagement and disengagement of first and second main clutches C 1 , C 2 may function automatically under the control of ECU 30 , and without intervention of a vehicle driver, when powertrain systems operates like an “automatic” transmission.
- first input shaft 40 there are connected a 2nd speed input gear 48 , a 4th speed input gear 50 and a reverse input gear 52 , such that gears 48 , 50 and 52 rotate together with first input shaft 40 .
- second input shaft 42 there are connected a 5th speed input gear 54 , a 3rd speed input gear 56 and a 1st speed input gear 58 , such that gears 54 , 56 and 58 rotate together with second input shaft 42 .
- the number of input gears provided on first and second input shafts is not limited to the number schematically illustrated in FIG. 2 , and may include more or less input gears depending on the number of ratios desired in the transmission.
- the term “gear,” as stated herein, is used to define the toothed wheels schematically illustrated in FIG. 2 , as well as manufacturing the toothed features of the wheels directly into first and second input shafts 40 , 42 and countershaft 44 .
- a 1st speed output gear 62 To countershaft 44 there are rotatably connected a 1st speed output gear 62 , a 3rd speed output gear 64 , a 5th speed output gear 66 , a reverse output gear 68 , a 2nd speed output gear 70 and a 4th speed output gear 72 .
- output gears 62 - 72 rotate around countershaft 44 .
- the number of output gears provided on countershaft 44 is not limited to the number shown in FIG. 2 .
- 1st speed output gear 62 , 3rd speed output gear 64 and 5th speed output gear 66 are meshed with 1st speed input gear 58 , 3rd speed input gear 56 and 5th speed input gear 54 , respectively.
- reverse output gear 68 , 2nd speed output gear 70 , and 4th speed output gear 72 are meshed with reverse input gear 52 (through idler 94 ), 2nd speed input gear 48 , and 4th speed input gear 50 , respectively.
- transmission 24 may include a second countershaft (not shown) that includes one or more of the output gears rotatably disposed on first countershaft 44 .
- Final drive pinion gear 73 that rotates together with countershaft 44 .
- Final drive pinion 73 is arranged perpendicular to an axis of a rotational output member 74 , such as a final drive ring gear, and is meshed with output member 74 .
- a transmission output rotation from drive pinion 73 to output member 74 is distributed to wheels 34 through a drive shaft 36 and a differential 38 .
- transmission 24 also includes axially moveable clutches 82 , 84 , 86 and 88 , such as synchronized single or double acting dog-type clutches, which are splined to countershaft 44 for rotation therewith.
- Clutch 82 is moveable by a conventional shift fork (not shown) in an axial direction toward main clutch assembly 28 to fix countershaft 44 for rotation with 1st speed output gear 62 .
- clutch 84 may be moved in opposite axial directions to rotationally fix output gear 64 or output gear 66 to countershaft 44 .
- Clutch 86 may be selectively moved in opposite axial directions to rotationally fix output gear 68 or output gear 70 to countershaft 44 .
- Clutch 88 may be moved in an axial direction toward main clutch assembly 28 to fix countershaft 44 for rotation with output gear 72 .
- clutches 82 , 84 , 86 and 88 may also be provided on first and second input shafts 40 , 42 to engage and disengage gears rotatably supported on input shafts 40 , 42 in a manner substantially similar to the manner in which the gears are engaged on countershaft 44 .
- transmission 24 also includes axially moveable input shaft clutches 90 and 92 , such as synchronized single acting dog-type clutches, which are splined to first input shaft 40 for rotation therewith.
- clutch 90 may be moved in an axial direction toward main clutch assembly 28 to fix first input shaft 40 for rotation with second input shaft 42 .
- clutch 92 may be moved in an axial direction away from main clutch assembly 28 to fix first input shaft 40 for rotation with output member 74 .
- ECU 30 delivers commands to the components of powertrain system 20 based on the receipt and evaluation of various input signals. These commands may include gear ratio interchange commands to a shift control device that indirectly moves clutches 82 , 84 , 86 , 88 , 90 and 92 to establish the gear ratios between first and second input shafts 40 , 42 and countershaft 44 .
- the shift control system 26 may be a conventional device, or any other suitable device that controls the axial position of each of clutches 82 , 84 , 86 , 88 , 90 and 92 .
- first and second main clutches C 1 and C 2 are initially disengaged and clutch 82 is moved leftward from the neutral position shown in FIG. 2 , so that 1st speed output gear 62 is fixed to countershaft 44 by clutch 82 .
- power from prime mover 22 may be transmitted to countershaft 44 by engaging second main clutch C 2 .
- the power applied to second input shaft 42 is transmitted through 1st speed input gear 58 to countershaft 44 through 1st speed output gear 62 , and then to final drive pinion 73 so that a first speed ratio is established in transmission 24 .
- clutch 86 is moved rightward from the neutral position shown in FIG. 2 , so that 2nd speed output gear 70 is fixed to countershaft 44 by clutch 86 .
- the engagement of clutch 86 occurs while first main clutch C 1 is disengaged and no power is being transmitted from prime mover 22 to first input shaft 40 .
- the currently engaged second main clutch C 2 is disengaged while simultaneously or nearly simultaneously engaging first main clutch C 1 .
- the resulting power applied to first input shaft 40 is transmitted through 2nd speed input gear 48 to countershaft 44 through 2nd speed output gear 70 , and then to final drive pinion 73 so that a second speed ratio is established in transmission 24 .
- This process is repeated, including the selective activation of the appropriate clutch, in the same manner for up-shifting through the remaining gear ratios, and in a reverse manner for down-shifting from one gear ratio to another.
- first and second main clutches C 1 and C 2 are disengaged and clutch 86 is moved leftward from the neutral position shown in FIG. 2 , so that reverse output gear 68 is fixed to countershaft 44 by clutch 86 .
- the power applied to first input shaft 40 is transmitted from reverse input gear 52 to countershaft 44 through an idler gear 94 and reverse output gear 68 , and then to final drive pinion 73 .
- both first and second main clutches C 1 and C 2 may be kept in their engaged conditions while one of clutches 82 , 84 , 86 , and 88 is kept at a given power transmitting position.
- both first and second main clutches C 1 and C 2 may be engaged while clutch 84 is engaged with 5th speed output gear 66 and clutches 82 , 86 and 88 are in their neutral position shown in FIG. 2 .
- first and second main clutches are engaged, no power is transmitted through the unselected output gears 62 , 64 , 68 , 70 and 72 because the output gears are free to rotate on countershaft 44 when not engaged by a corresponding clutch 82 , 86 or 88 .
- gears 58 and 62 establish a “low” gear ratio between second input shaft 42 and countershaft 44 when clutch 82 fixes gear 62 for rotation with countershaft 44 .
- Gears 54 and 66 establish a “high” gear ratio between second input shaft 42 and countershaft 44 when clutch 84 fixes gear 66 for rotation with countershaft 44 .
- the main clutch assembly 28 includes a housing 100 , a damper 102 , a clutch collar 104 , a clutch hub 106 , a first clutch drum 108 , a second clutch drum 110 , a main clutch drum 112 , a first piston assembly 114 , and a second piston assembly 116 .
- the housing 100 is connected to a portion of the transmission 24 and the prime mover 22 .
- the damper 102 is a lubricated noise, vibration and harshness (NVH) damper for reducing at least undesired drivetrain torque oscillations and other vibrations.
- the clutch hub 106 is coupled to an inner portion of the damper 102 for rotation therewith.
- the clutch hub 106 includes a plurality of annular first hub disks 122 and a plurality of annular second hub disks 124 extending radially therefrom.
- the first clutch drum 108 includes a plurality of annular first drum disks 128 extending radially therefrom.
- the second clutch drum 110 includes a plurality of annular second drum disks 130 extending radially therefrom.
- the first hub disks 122 are stacked with the first drum disks 128
- the second hub disks 124 are interleaved with the second drum disks 130 , as described in greater detail below.
- FIG. 4 illustrates an enlarged portion of the main clutch assembly 28 of FIG. 3 .
- the first hub disks 122 include a first pressure plate 140 , a first hub first disk 142 , a first hub second disk 144 , a first hub third disk 146 , and a first reaction plate 148 .
- the second hub disks 124 include a second pressure plate 150 , a second hub first disk 152 , a second hub second disk 154 , a second hub third disk 156 , and a second reaction plate 158 .
- the first drum disks 128 include a first drum first disk 162 , a first drum second disk 164 , a first drum third disk 166 , and a first drum fourth disk 168 .
- the second drum disks 130 include a second drum first disk 172 , a second drum second disk 174 , a second drum third disk 176 , and a second drum fourth disk 178 .
- the first pressure plate 140 includes a first pressure plate forward surface 180 and a first pressure plate rearward surface 182 .
- the first hub first disk 142 includes a first hub first disk forward surface 184 and a first hub first disk rearward surface 186 .
- the first hub second disk 144 includes a first hub second disk forward surface 188 and a first hub second disk rearward surface 190 .
- the first hub third disk 146 includes a first hub third disk forward surface 192 and a first hub third disk rearward surface 194 .
- the first reaction plate 148 includes a first reaction plate forward surface 196 and a first reaction plate rearward surface 198 .
- the second pressure plate 150 includes a second pressure plate forward surface 200 and a second pressure plate rearward surface 202 .
- the second hub first disk 152 includes a second hub first disk forward surface 204 and a second hub first disk rearward surface 206 .
- the second hub second disk 154 includes a second hub second disk forward surface 208 and a second hub second disk rearward surface 210 .
- the second hub third disk 156 includes a second hub third disk forward surface 212 and a second hub third disk rearward surface 214 .
- the second reaction plate 158 includes a second reaction plate forward surface 216 and a second reaction plate rearward surface 218 .
- the first drum first disk 162 includes a first drum first disk forward surface 220 and a first drum first disk rearward surface 222 .
- the first drum second disk 164 includes a first drum second disk forward surface 224 and a first drum second disk rearward surface 226 .
- the first drum third disk 166 includes a first drum third disk forward surface 228 and a first drum third disk rearward surface 230 .
- the first drum fourth disk 168 includes a first drum fourth disk forward surface 232 and a first drum fourth disk rearward surface 234 .
- the second drum first disk 172 includes a second drum first disk forward surface 240 and a second drum first disk rearward surface 242 .
- the second drum second disk 174 includes a second drum second disk forward surface 244 and a second drum second disk rearward surface 246 .
- the second drum third disk 176 includes a second drum third disk forward surface 248 and a second drum third disk rearward surface 250 .
- the second drum fourth disk 178 includes a second drum fourth disk forward surface 252 and a second drum fourth disk rearward surface 254 .
- the first piston assembly 114 includes an annular first apply plate 260 , an annular first piston 262 , an annular first return spring 264 .
- the first piston 262 includes a first piston reaction surface 266 and a first piston apply surface 268 .
- the second piston assembly 116 includes an annular second apply plate 270 , an annular second piston 272 , an annular second return spring 274 .
- the second piston 272 includes a second piston reaction surface 276 and a second piston apply surface 278 .
- the clutch hub 106 , the first apply plate 260 and the first piston 262 define an annular first piston chamber 280 .
- the clutch hub 106 , the second apply plate 270 and the second piston 272 define an annular second piston chamber 282 .
- the first piston assembly 114 and the second piston assembly 116 include annular piston seals 290 for sealing the piston chambers 280 , 282 .
- the first return spring 264 is axially restrained by a first piston retaining ring 292 and a first hub retaining ring 294 .
- the second return spring 274 is axially restrained by a second piston retaining ring 296 and a second hub retaining ring 298 .
- the clutch collar 104 supplies fluid to the clutch hub 106 , which supplies fluid to the first piston assembly 114 , the second piston assembly 116 , and the clutch disks as discussed in greater detail below.
- the clutch hub 106 includes a first piston chamber port 300 , a second piston chamber port 302 , a first clutch cooling port 304 , and a second clutch cooling port 306 .
- the clutch collar 104 is adapted to supply a cooling fluid (not shown) to the ports 300 , 302 , 304 , 306 and control the pressure thereof, as is conventionally known.
- the clutch hub 106 is further defined by a central web 310 , an annular first balance chamber wall 312 , a cylindrical first balance chamber connecting wall 314 , a second balance chamber wall 316 , and a cylindrical second balance chamber connecting wall 318 .
- the first piston 262 , the first balance chamber wall 312 , and the first balance chamber connecting wall 314 define a first balance chamber 320 .
- the clutch hub 106 is also defined by a first coolant passage 322 , a first reservoir 324 , a first cooling first inlet 326 , a first cooling second inlet 328 , a first cooling third inlet 330 , and a first cooling fourth inlet 332 .
- the second piston 272 , the second balance chamber wall 314 , and the second balance chamber connecting wall 316 define a second balance chamber 340 .
- the clutch hub 106 is also defined by a second coolant passage 342 , a second reservoir 344 , a second cooling first inlet 346 , a second cooling second inlet 348 , a second cooling third inlet 350 , and a second cooling fourth inlet 352 .
- the fluid supplied through the ports 304 , 306 will fill the balance chambers 320 , 340 while excess fluid from ports 304 , 306 will flow through cooing inlets 326 , 328 , 330 , 332 , 346 , 348 , 350 , 352 and cool the clutch frictional surfaces 180 , 184 , 186 , 188 , 190 , 192 , 194 , 196 , 198 , 202 , 204 , 206 , 208 , 210 , 212 , 214 , 216 , 218 , 220 , 222 , 224 , 226 , 228 , 230 , 232 , 234 , 240 , 242 , 244 , 246 , 248 , 250 , 252 , 254 .
- fluid that flows through the first cooling first inlet 326 will contact and cool the surfaces 180 , 220 , 222 , and 186 .
- Fluid that flows through the first cooling second inlet 328 will contact and cool the surfaces 184 , 190 , 224 and 226 .
- Fluid that flows through the first cooling third inlet 330 will contact and cool the surfaces 188 , 194 , 228 and 230 .
- Fluid that flows through the first cooling fourth inlet 332 will contact and cool the surfaces 192 , 198 , 232 , and 234 .
- the first piston 262 When fluid pressure is supplied through the first piston chamber port 300 , the first piston 262 will move in the forward direction (illustrated as the arrow F in FIGS. 3 and 4 ) as the first apply plate 260 remains generally stationary relative to the clutch hub 106 .
- the first return spring 264 is axially deflected due to interference between the first piston retaining ring 292 and the first hub retaining ring 294 as the first piston 262 moves in the direction F, biasing the first piston in the direction of arrow L.
- the first piston As the first piston 262 moves in the direction F, the first piston will move toward the first balance chamber wall 312 and reduce the volume of the first balance chamber 320 .
- the volume of fluid that is forced into the first piston chamber 280 is equal to the volume of fluid that is displaced from the first balance chamber, thereby maintaining the rotational weight and the rotational inertia of the main clutch assembly 28 .
- the fluid will flow through either the first cooling first inlet 326 , the first cooling second inlet 328 , the first cooling third inlet 330 , or the first cooling fourth inlet 332 .
- the contacting frictional surfaces 180 , 184 , 186 , 188 , 190 , 192 , 194 , 196 , 198 , 202 , 204 , 206 , 208 , 210 , 212 , 214 , 216 , 218 , 220 , 222 , 224 , 226 , 228 , 230 , 232 , 234 , 240 , 242 , 244 , 246 , 248 , 250 , 252 , 254 of the main clutch assembly 28 may experience differing amounts of heat buildup during operation.
- the differing amounts of heat buildup may be due to the structural configurations of the disks, the materials used, and/or the amounts of cooling fluid the are directed to the surfaces.
- the resulting frictional forces on many frictional surfaces will vary with the temperature of the surfaces. Therefore, the efficiency of a clutch pack may degrade as the temperatures of frictional surfaces of the clutch pack vary by larger amounts.
- a greater volume of fluid is directed to the frictional surfaces that are determined to be operating at higher temperatures.
- the effective flow areas for fluid provided by the cooling inlets 326 , 328 , 330 , 332 are sized to provide a desired relative flow of fluid during operation based upon measured or estimated operating temperatures of the contacting frictional surfaces. That is, for example, if the temperature of the surfaces 180 , 220 , 222 , and 186 were determined to be greater than the remainder of the contacting frictional surfaces of the first clutch C 1 by a predetermined amount, then the first cooling first inlet 326 would be enlarged to provide a larger fluid flow area than cooling inlets 328 , 330 , and 332 .
- the predetermined amount may be, for example, 45 degrees Fahrenheit (25 degrees Celsius).
- the temperatures of at least a portion of the surfaces 180 , 184 , 186 , 188 , 190 , 192 , 194 , 196 , 198 , 202 , 204 , 206 , 208 , 210 , 212 , 214 , 216 , 218 , 220 , 222 , 224 , 226 , 228 , 230 , 232 , 234 , 240 , 242 , 244 , 246 , 248 , 250 , 252 , 254 of the main clutch assembly 28 are measured during operation, and valves, or other devices are utilized to increase or decrease the amount of fluid flow through at least a portion of the inlets 326 , 328 , 330 , 332 , 346 , 348 , 350 , and 352 .
- the first cooling first inlet 326 is defined by a diameter D 1
- the first cooling second inlet 328 is defined by a diameter D 2
- the first cooling third inlet 330 is defined by a diameter D 3
- the first cooling fourth inlet 332 is defined by a diameter D 4 .
- the diameter D 1 determines the effective fluid flow area A 1 for the first cooling first inlet 326
- the diameter D 2 determines the effective fluid flow area A 2 for the first cooling second inlet 328
- the diameter D 3 determines the effective fluid flow area A 3 for the first cooling third inlet 330
- the diameter D 4 determines the effective fluid flow area A 4 for the first cooling fourth inlet 332 .
- the diameter D 1 is greater than the diameter D 2 and the diameter D 3 , and therefore the area A 1 is greater than the area A 2 and the area A 3 . Additionally, the diameter D 4 is smaller than the diameter D 2 and the area A 4 is smaller than the area A 2 .
- cooling inlets 326 , 328 , 330 , and 332 are illustrated as having generally circular diameters, the cooling inlets 326 , 328 , 330 , and 332 may have any geometry that affords an effective fluid flow area for fluid to pass therethrough.
- the flywheel 46 supplies torque to the clutch hub 106 through the damper 102 .
- the clutch hub 106 will supply torque to either shaft 40 or shaft 42 , depending upon which piston assembly 114 , 116 is actuated.
- FIG. 6 illustrates a method of operating the system 20 where the effective flow areas of the cooling inlets may be varied by a valve.
- steps 400 temperatures of the friction surfaces of a clutch, such as the first clutch C 1 are determined.
- step 410 the determined temperatures are compared to determine if any temperature differences exceed a predetermined value. If the predetermined value is exceeded by the determined temperature variations, then the method proceeds to step 420 . If the predetermined value is not exceeded by the determined temperature variations, then the method proceeds to step 430 .
- step 420 the effective area of any cooling inlet that supplies fluid to the friction surfaces experiencing the determined temperatures that exceeded the minimum measured temperature by the predetermined amount is increased.
- step 430 a generally uniform amount of fluid is supplied through each cooling inlet. Accordingly, the effective flow areas may be changed during clutch operation.
- the effective flow areas of the cooling inlets may be varied by machining the cooling inlets to differing dimensions after the clutch has been tested with temperatures of the friction surfaces determined during the testing. While this alternative method would not permit altering the cooling flow volumes through the cooling inlets during operation, the friction surfaces that experience higher operating temperatures would be cooled with a greater volume fluid flow, thereby providing a clutch pack that operates at a more uniform temperature gradient.
- steps of the method of cooling the system 20 are listed in a preferred order, the steps may be performed in differing orders or combined such that one operation may perform multiple steps. Furthermore, a step or steps may be initiated before another step or steps are completed, or a step or steps may be initiated and completed after initiation and before completion of (during the performance of) other steps.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
A clutch assembly includes a clutch pack having a plurality of friction disks. The clutch pack will selectively transfer torque, for example from a torque supplying member to a torque receiving member. The assembly also includes a first cooling fluid inlet in fluid communication with a first friction surface of the plurality of friction disks. The assembly further includes a second cooling inlet in fluid communication with a second friction surface of the plurality of friction disks. The first cooling fluid inlet has a first effective fluid flow area that is dissimilar to a second effective fluid flow area of the second cooling fluid inlet to provide a different volume of fluid to the friction surfaces.
Description
- This application is a continuation application of U.S. Ser. No. 11/694,513, filed on Mar. 30, 2017, now issued as U.S. patent Ser. No. ______, the contents of which are hereby incorporated by reference in their entirety.
- The disclosure relates to clutches for torque transmission.
- Twin-clutch, twin-shaft, dual shaft, or dual clutch transmissions of the alternating shifting type are well known in the prior art. Various types of twin clutch transmissions have been proposed and put into practical use, particularly in the field of wheeled motor vehicles. Traditional twin clutch transmissions are of a type in which gears are parted into two groups, each group having an individual main clutch, so that the operative condition of each group of gears is carried out by selectively engaging a corresponding main clutch. Twin clutch transmissions are used in vehicles to improve the transition from one gear ratio to another and, in doing so, improve the efficiency of the transmission. The gears of each group are typically individually engaged so as to rotatably connect a transmission input shaft to a transmission output shaft for transmitting torque at differing ratios. The differing ratios may be engaged by multiple shift clutches.
- In such transmissions, the main section may be shifted by means of a shift control system. Typical shift control systems include multiple actuators for engaging and disengaging the multiple shift clutches. The actuators may be pneumatic, electric, or hydraulic, and typically, one double acting actuator controls each shift clutch. The shift control system may also include a control logic for controlling the engagement of the main clutches, and the shift clutches to provide a desired gear ratio during vehicle operation. Generally, one ratio for each group may be simultaneously engaged with only one main clutch engaged during vehicle operation. To complete a shift in a dual clutch transmission, the engaged main clutch is disengaged as the disengaged main clutch is engaged. Accordingly, the disengaged group may be reconfigured as the engaged shift clutch is disengaged while another shift clutch of the group is engaged to provide a higher or low gear ratio to complete the next main clutch disengage/engage process.
- A typical dual clutch is illustrated in commonly owned U.S. Pat. No. 7,082,850, to Hughes, the disclosure of which is hereby incorporated by reference in its entirety. Many main clutches include clutch packs, having a plurality of clutch disks, for engaging and disengaging each gear group with the engine. Cooling of these clutch packs have been limited to supplying a cooling oil to the clutch packs, to prevent overheating of the friction surfaces.
- An illustrative embodiment includes a clutch apparatus that includes a clutch pack having a plurality of friction disks. The clutch pack will selectively transfer torque from a torque supplying member to a first torque receiving member. The apparatus also includes a first cooling fluid inlet. At least a portion of the fluid is supplied through the first cooling inlet to a first friction surface. The apparatus further includes a second cooling inlet. The fluid is supplied through the second cooling inlet to a second friction surface. The first cooling fluid inlet will selectively supply a greater volumetric flow of the fluid than the volumetric flow of the second cooling inlet.
- Referring now to the drawings, illustrative embodiments are shown in detail. Although the drawings represent some embodiments, the drawings are not necessarily to scale and certain features may be exaggerated, removed, or partially sectioned to better illustrate and explain the present invention. Further, the embodiments set forth herein are not intended to be exhaustive or otherwise limit or restrict the claims to the precise forms and configurations shown in the drawings and disclosed in the following detailed description.
-
FIG. 1 is a schematic illustration of a vehicle according to an embodiment. -
FIG. 2 is a schematic illustration of a transmission and twin clutch arrangement according to an embodiment. -
FIG. 3 is a partial sectional view of a twin clutch arrangement according to an embodiment. -
FIG. 4 is an enlarged view ofportion 4 ofFIG. 3 . -
FIG. 5 is a view along line 5-5 ofFIG. 4 . -
FIG. 6 is a flow chart illustrating a method of cooling the clutch ofFIG. 3 . -
FIG. 1 illustrates a powertrain system 20 is shown in accordance with an embodiment. In the illustrated embodiment, the powertrain system 20 includes a prime mover 22, such as a spark-ignited or compression-ignited internal combustion engine, and atransmission 24. A shift control system 26 operates to engage and disengage gear ratios within thetransmission 24, as discussed in greater detail below. Amain clutch assembly 28 is positioned between the prime mover 22 andtransmission 24 to selectively engage/disengage the prime mover 22 fromtransmission 24. - In an embodiment, powertrain system 20 also includes an electronic control unit (ECU) 30 for controlling operation of the prime mover 22,
main clutch assembly 28, andtransmission 24. In an implementation of the invention, ECU 30 may include a programmable digital computer that is configured to receive various input signals, including without limitation, the operating speed of the prime mover 22, transmission input speed, selected transmission ratio, transmission output speed and vehicle speed, and processes these signals accordingly to logic rules to control operation of powertrain system 20. For example, ECU 30 may be programmed to deliver fuel to the prime mover 22 when the prime mover 22 functions as an internal combustion engine. To support this control, each of the prime mover 22, andmain clutch assembly 28 may include its own control system (not shown) contained within ECU 30. However, it will be appreciated that the present invention is not limited to any particular type or configuration of ECU 30, or to any specific control logic for governing operation of powertrain system 20. - In the embodiment shown in
FIG. 1 , a transmission output rotation from an output shaft, or output member, 32 is distributed to wheels 34 through a drive shaft 36 and a differential 38. - Referring to
FIG. 2 , an embodiment of a transmission and clutch arrangement for use in the powertrain system 20 is shown, although other types of - In the illustrated embodiment,
transmission 24 includes afirst input shaft 40, asecond input shaft 42, acountershaft 44 that extends substantially parallel with first andsecond input shafts shafts shafts FIG. 2 , these shafts may be arranged in different planes. - In the embodiment shown in
FIG. 2 ,first input shaft 40 is connectable to anoutput member 46 of the prime mover 22, such as a flywheel, through a first main clutch C1 that is used to establish even speed gearing (viz., second speed gearing, fourth speed gearing and reverse gearing), whilesecond input shaft 42 is connectable toflywheel 46 through a second main clutch C2 that is used for establishing odd speed gearing (viz., first speed gearing, third speed gearing and fifth speed gearing). In an embodiment of the invention, first and second main clutches C1 and C2 are of a normally OFF type, which assumes the OFF (viz., disengaged) state due to a biasing force of a spring and the like under a normal condition and establishes the ON (viz., engaged) state due to work of a hydraulic or electric actuator upon receiving a given instruction. Engagement and disengagement of first and second main clutches C1, C2 may function automatically under the control of ECU 30, and without intervention of a vehicle driver, when powertrain systems operates like an “automatic” transmission. - To
first input shaft 40 there are connected a 2ndspeed input gear 48, a 4thspeed input gear 50 and areverse input gear 52, such thatgears first input shaft 40. Similarly, tosecond input shaft 42 there are connected a 5thspeed input gear 54, a 3rdspeed input gear 56 and a 1st speed input gear 58, such thatgears second input shaft 42. The number of input gears provided on first and second input shafts is not limited to the number schematically illustrated inFIG. 2 , and may include more or less input gears depending on the number of ratios desired in the transmission. The term “gear,” as stated herein, is used to define the toothed wheels schematically illustrated inFIG. 2 , as well as manufacturing the toothed features of the wheels directly into first andsecond input shafts countershaft 44. - To
countershaft 44 there are rotatably connected a 1stspeed output gear 62, a 3rdspeed output gear 64, a 5thspeed output gear 66, areverse output gear 68, a 2ndspeed output gear 70 and a 4thspeed output gear 72. Thus, output gears 62-72 rotate aroundcountershaft 44. Like input gears 48-58, the number of output gears provided oncountershaft 44 is not limited to the number shown inFIG. 2 . - Referring still to
FIG. 2 , 1stspeed output gear 62, 3rdspeed output gear 64 and 5thspeed output gear 66 are meshed with 1st speed input gear 58, 3rdspeed input gear 56 and 5thspeed input gear 54, respectively. Similarly,reverse output gear 68, 2ndspeed output gear 70, and 4thspeed output gear 72 are meshed with reverse input gear 52 (through idler 94), 2ndspeed input gear 48, and 4thspeed input gear 50, respectively. In another embodiment,transmission 24 may include a second countershaft (not shown) that includes one or more of the output gears rotatably disposed onfirst countershaft 44. - To
countershaft 44 there is also integrally connected a finaldrive pinion gear 73 that rotates together withcountershaft 44.Final drive pinion 73 is arranged perpendicular to an axis of arotational output member 74, such as a final drive ring gear, and is meshed withoutput member 74. In the embodiment shown inFIG. 1 , a transmission output rotation fromdrive pinion 73 tooutput member 74 is distributed to wheels 34 through a drive shaft 36 and a differential 38. - Referring again to
FIG. 2 ,transmission 24 also includes axiallymoveable clutches Clutch 82 is moveable by a conventional shift fork (not shown) in an axial direction toward mainclutch assembly 28 to fixcountershaft 44 for rotation with 1stspeed output gear 62. Similarly, clutch 84 may be moved in opposite axial directions to rotationallyfix output gear 64 oroutput gear 66 tocountershaft 44.Clutch 86 may be selectively moved in opposite axial directions to rotationallyfix output gear 68 oroutput gear 70 tocountershaft 44.Clutch 88 may be moved in an axial direction toward mainclutch assembly 28 to fixcountershaft 44 for rotation withoutput gear 72. In another embodiment of the invention,clutches second input shafts input shafts countershaft 44. - In an embodiment of the invention,
transmission 24 also includes axially moveableinput shaft clutches first input shaft 40 for rotation therewith. In the illustrated embodiment, clutch 90 may be moved in an axial direction toward mainclutch assembly 28 to fixfirst input shaft 40 for rotation withsecond input shaft 42. Similarly, clutch 92 may be moved in an axial direction away from mainclutch assembly 28 to fixfirst input shaft 40 for rotation withoutput member 74. - As described above, ECU 30 delivers commands to the components of powertrain system 20 based on the receipt and evaluation of various input signals. These commands may include gear ratio interchange commands to a shift control device that indirectly moves
clutches second input shafts countershaft 44. The shift control system 26 may be a conventional device, or any other suitable device that controls the axial position of each ofclutches - Operation of hybrid powertrain system 20 will now be described with reference to
FIG. 2 . In a first mode of operation employed during vehicle launch and acceleration, first and second main clutches C1 and C2 are initially disengaged and clutch 82 is moved leftward from the neutral position shown inFIG. 2 , so that 1stspeed output gear 62 is fixed tocountershaft 44 byclutch 82. Upon this movement, power from prime mover 22 may be transmitted tocountershaft 44 by engaging second main clutch C2. The power applied tosecond input shaft 42 is transmitted through 1st speed input gear 58 to countershaft 44 through 1stspeed output gear 62, and then tofinal drive pinion 73 so that a first speed ratio is established intransmission 24. - As the vehicle accelerates and the second speed ratio is desired, clutch 86 is moved rightward from the neutral position shown in
FIG. 2 , so that 2ndspeed output gear 70 is fixed tocountershaft 44 byclutch 86. The engagement ofclutch 86 occurs while first main clutch C1 is disengaged and no power is being transmitted from prime mover 22 tofirst input shaft 40. Onceclutch 86 is engaged, the currently engaged second main clutch C2 is disengaged while simultaneously or nearly simultaneously engaging first main clutch C1. The resulting power applied tofirst input shaft 40 is transmitted through 2ndspeed input gear 48 to countershaft 44 through 2ndspeed output gear 70, and then tofinal drive pinion 73 so that a second speed ratio is established intransmission 24. This process is repeated, including the selective activation of the appropriate clutch, in the same manner for up-shifting through the remaining gear ratios, and in a reverse manner for down-shifting from one gear ratio to another. - To achieve the reverse gear in
transmission 24, first and second main clutches C1 and C2 are disengaged and clutch 86 is moved leftward from the neutral position shown inFIG. 2 , so thatreverse output gear 68 is fixed tocountershaft 44 byclutch 86. The power applied tofirst input shaft 40 is transmitted fromreverse input gear 52 to countershaft 44 through anidler gear 94 andreverse output gear 68, and then tofinal drive pinion 73. - Under a normal operating state, wherein
transmission 24 assumes a certain speed gearing, both first and second main clutches C1 and C2 may be kept in their engaged conditions while one ofclutches transmission 24 assumes the 5th speed ratio, both first and second main clutches C1 and C2 may be engaged while clutch 84 is engaged with 5thspeed output gear 66 andclutches FIG. 2 . Although first and second main clutches are engaged, no power is transmitted through the unselected output gears 62, 64, 68, 70 and 72 because the output gears are free to rotate oncountershaft 44 when not engaged by a corresponding clutch 82, 86 or 88. - In the embodiment shown in
FIG. 2 , gears 58 and 62 establish a “low” gear ratio betweensecond input shaft 42 andcountershaft 44 when clutch 82 fixes gear 62 for rotation withcountershaft 44.Gears second input shaft 42 andcountershaft 44 when clutch 84 fixes gear 66 for rotation withcountershaft 44. - As best seen in
FIG. 3 , the mainclutch assembly 28 includes ahousing 100, adamper 102, aclutch collar 104, aclutch hub 106, a firstclutch drum 108, a secondclutch drum 110, a mainclutch drum 112, afirst piston assembly 114, and asecond piston assembly 116. - The
housing 100 is connected to a portion of thetransmission 24 and the prime mover 22. In the embodiment illustrated, thedamper 102 is a lubricated noise, vibration and harshness (NVH) damper for reducing at least undesired drivetrain torque oscillations and other vibrations. Theclutch hub 106 is coupled to an inner portion of thedamper 102 for rotation therewith. - In the embodiment illustrated, the
clutch hub 106 includes a plurality of annular first hub disks 122 and a plurality of annular second hub disks 124 extending radially therefrom. The firstclutch drum 108 includes a plurality of annularfirst drum disks 128 extending radially therefrom. The secondclutch drum 110 includes a plurality of annular second drum disks 130 extending radially therefrom. The first hub disks 122 are stacked with thefirst drum disks 128, and the second hub disks 124 are interleaved with the second drum disks 130, as described in greater detail below. -
FIG. 4 illustrates an enlarged portion of the mainclutch assembly 28 ofFIG. 3 . As best seen inFIG. 4 , the first hub disks 122 include afirst pressure plate 140, a first hubfirst disk 142, a first hubsecond disk 144, a first hubthird disk 146, and afirst reaction plate 148. The second hub disks 124 include asecond pressure plate 150, a second hub first disk 152, a second hub second disk 154, a second hub third disk 156, and a second reaction plate 158. Thefirst drum disks 128 include a first drumfirst disk 162, a first drumsecond disk 164, a first drumthird disk 166, and a first drumfourth disk 168. The second drum disks 130 include a second drumfirst disk 172, a second drum second disk 174, a second drum third disk 176, and a second drum fourth disk 178. - The
first pressure plate 140 includes a first pressure plateforward surface 180 and a first pressure plate rearwardsurface 182. The first hubfirst disk 142 includes a first hub first diskforward surface 184 and a first hub first disk rearwardsurface 186. The first hubsecond disk 144 includes a first hub second diskforward surface 188 and a first hub second disk rearwardsurface 190. The first hubthird disk 146 includes a first hub third disk forward surface 192 and a first hub third disk rearward surface 194. Thefirst reaction plate 148 includes a first reaction plate forward surface 196 and a first reaction plate rearwardsurface 198. - The
second pressure plate 150 includes a second pressure plateforward surface 200 and a second pressure plate rearwardsurface 202. The second hub first disk 152 includes a second hub first diskforward surface 204 and a second hub first disk rearwardsurface 206. The second hub second disk 154 includes a second hub second disk forward surface 208 and a second hub second disk rearward surface 210. The second hub third disk 156 includes a second hub third diskforward surface 212 and a second hub third disk rearward surface 214. The second reaction plate 158 includes a second reaction plateforward surface 216 and a second reaction plate rearward surface 218. - The first drum
first disk 162 includes a first drum first diskforward surface 220 and a first drum first disk rearwardsurface 222. The first drumsecond disk 164 includes a first drum second diskforward surface 224 and a first drum second disk rearwardsurface 226. The first drumthird disk 166 includes a first drum third diskforward surface 228 and a first drum third disk rearward surface 230. The first drumfourth disk 168 includes a first drum fourth diskforward surface 232 and a first drum fourth disk rearwardsurface 234. - The second drum
first disk 172 includes a second drum first diskforward surface 240 and a second drum first disk rearwardsurface 242. The second drum second disk 174 includes a second drum second diskforward surface 244 and a second drum second disk rearward surface 246. The second drum third disk 176 includes a second drum third diskforward surface 248 and a second drum third disk rearward surface 250. The second drum fourth disk 178 includes a second drum fourth diskforward surface 252 and a second drum fourth disk rearward surface 254. - The
first piston assembly 114 includes an annular first applyplate 260, an annularfirst piston 262, an annularfirst return spring 264. Thefirst piston 262 includes a firstpiston reaction surface 266 and a first piston applysurface 268. Thesecond piston assembly 116 includes an annular second applyplate 270, an annularsecond piston 272, an annularsecond return spring 274. Thesecond piston 272 includes a secondpiston reaction surface 276 and a second piston applysurface 278. Theclutch hub 106, the first applyplate 260 and thefirst piston 262 define an annular first piston chamber 280. Theclutch hub 106, the second applyplate 270 and thesecond piston 272 define an annularsecond piston chamber 282. Thefirst piston assembly 114 and thesecond piston assembly 116 include annular piston seals 290 for sealing thepiston chambers 280, 282. In the embodiment illustrated, thefirst return spring 264 is axially restrained by a firstpiston retaining ring 292 and a firsthub retaining ring 294. Thesecond return spring 274 is axially restrained by a secondpiston retaining ring 296 and a second hub retaining ring 298. - The
clutch collar 104 supplies fluid to theclutch hub 106, which supplies fluid to thefirst piston assembly 114, thesecond piston assembly 116, and the clutch disks as discussed in greater detail below. Theclutch hub 106 includes a first piston chamber port 300, a secondpiston chamber port 302, a firstclutch cooling port 304, and a second clutch cooling port 306. Theclutch collar 104 is adapted to supply a cooling fluid (not shown) to theports - The
clutch hub 106 is further defined by acentral web 310, an annular firstbalance chamber wall 312, a cylindrical first balancechamber connecting wall 314, a second balance chamber wall 316, and a cylindrical second balance chamber connecting wall 318. Thefirst piston 262, the firstbalance chamber wall 312, and the first balancechamber connecting wall 314 define a first balance chamber 320. Theclutch hub 106 is also defined by a first coolant passage 322, afirst reservoir 324, a first coolingfirst inlet 326, a first coolingsecond inlet 328, a first coolingthird inlet 330, and a first coolingfourth inlet 332. Thesecond piston 272, the secondbalance chamber wall 314, and the second balance chamber connecting wall 316 define asecond balance chamber 340. Theclutch hub 106 is also defined by a second coolant passage 342, a second reservoir 344, a second coolingfirst inlet 346, a second coolingsecond inlet 348, a second coolingthird inlet 350, and a second coolingfourth inlet 352. - As the main
clutch assembly 28 rotates about the axis A-A (FIG. 3 ), fluid supplied through theports clutch assembly 28 and will be accelerated away from the axis A-A. As fluid present within the first piston chamber 280 and thesecond piston chamber 282 is accelerated away from the axis A-A, the fluid will bias therespective piston plate springs ports 304, 306 will fill thebalance chambers 320, 340 while excess fluid fromports 304, 306 will flow through cooinginlets frictional surfaces - Specifically, fluid that flows through the first cooling
first inlet 326 will contact and cool thesurfaces second inlet 328 will contact and cool thesurfaces third inlet 330 will contact and cool thesurfaces fourth inlet 332 will contact and cool thesurfaces - When fluid pressure is supplied through the first piston chamber port 300, the
first piston 262 will move in the forward direction (illustrated as the arrow F inFIGS. 3 and 4 ) as the first applyplate 260 remains generally stationary relative to theclutch hub 106. Thefirst return spring 264 is axially deflected due to interference between the firstpiston retaining ring 292 and the firsthub retaining ring 294 as thefirst piston 262 moves in the direction F, biasing the first piston in the direction of arrow L. As thefirst piston 262 moves in the direction F, the first piston will move toward the firstbalance chamber wall 312 and reduce the volume of the first balance chamber 320. Generally, the volume of fluid that is forced into the first piston chamber 280 is equal to the volume of fluid that is displaced from the first balance chamber, thereby maintaining the rotational weight and the rotational inertia of the mainclutch assembly 28. - As fluid flows through the first coolant passage 322 and the
first reservoir 324, the fluid will flow through either the first coolingfirst inlet 326, the first coolingsecond inlet 328, the first coolingthird inlet 330, or the first coolingfourth inlet 332. The inventors have discovered that the contactingfrictional surfaces clutch assembly 28 may experience differing amounts of heat buildup during operation. The differing amounts of heat buildup, determined by measuring or estimating temperatures at the surfaces, may be due to the structural configurations of the disks, the materials used, and/or the amounts of cooling fluid the are directed to the surfaces. The resulting frictional forces on many frictional surfaces will vary with the temperature of the surfaces. Therefore, the efficiency of a clutch pack may degrade as the temperatures of frictional surfaces of the clutch pack vary by larger amounts. To reduce the amount of temperature variation, a greater volume of fluid is directed to the frictional surfaces that are determined to be operating at higher temperatures. - In one embodiment, the effective flow areas for fluid provided by the cooling
inlets surfaces first inlet 326 would be enlarged to provide a larger fluid flow area than coolinginlets - In another exemplary embodiment, the temperatures of at least a portion of the
surfaces clutch assembly 28 are measured during operation, and valves, or other devices are utilized to increase or decrease the amount of fluid flow through at least a portion of theinlets - As best seen in the embodiment of
FIG. 5 , the first coolingfirst inlet 326 is defined by a diameter D1, the first coolingsecond inlet 328 is defined by a diameter D2, the first coolingthird inlet 330 is defined by a diameter D3, and the first coolingfourth inlet 332 is defined by a diameter D4. The diameter D1 determines the effective fluid flow area A1 for the first coolingfirst inlet 326, the diameter D2 determines the effective fluid flow area A2 for the first coolingsecond inlet 328, the diameter D3 determines the effective fluid flow area A3 for the first coolingthird inlet 330, and the diameter D4 determines the effective fluid flow area A4 for the first coolingfourth inlet 332. In the embodiment illustrated, the diameter D1 is greater than the diameter D2 and the diameter D3, and therefore the area A1 is greater than the area A2 and the area A3. Additionally, the diameter D4 is smaller than the diameter D2 and the area A4 is smaller than the area A2. - While the cooling
inlets inlets FIG. 3 , theflywheel 46 supplies torque to theclutch hub 106 through thedamper 102. Theclutch hub 106 will supply torque to eithershaft 40 orshaft 42, depending upon whichpiston assembly -
FIG. 6 illustrates a method of operating the system 20 where the effective flow areas of the cooling inlets may be varied by a valve. Instep 400, temperatures of the friction surfaces of a clutch, such as the first clutch C1 are determined. Instep 410, the determined temperatures are compared to determine if any temperature differences exceed a predetermined value. If the predetermined value is exceeded by the determined temperature variations, then the method proceeds to step 420. If the predetermined value is not exceeded by the determined temperature variations, then the method proceeds to step 430. Instep 420, the effective area of any cooling inlet that supplies fluid to the friction surfaces experiencing the determined temperatures that exceeded the minimum measured temperature by the predetermined amount is increased. In step 430, a generally uniform amount of fluid is supplied through each cooling inlet. Accordingly, the effective flow areas may be changed during clutch operation. - In an alternative method of operating the system 20, the effective flow areas of the cooling inlets may be varied by machining the cooling inlets to differing dimensions after the clutch has been tested with temperatures of the friction surfaces determined during the testing. While this alternative method would not permit altering the cooling flow volumes through the cooling inlets during operation, the friction surfaces that experience higher operating temperatures would be cooled with a greater volume fluid flow, thereby providing a clutch pack that operates at a more uniform temperature gradient.
- Although the steps of the method of cooling the system 20 are listed in a preferred order, the steps may be performed in differing orders or combined such that one operation may perform multiple steps. Furthermore, a step or steps may be initiated before another step or steps are completed, or a step or steps may be initiated and completed after initiation and before completion of (during the performance of) other steps.
- The preceding description has been presented only to illustrate and describe exemplary embodiments of the methods and systems of the present invention. It is not intended to be exhaustive or to limit the invention to any precise form disclosed. It will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the claims. The invention may be practiced otherwise than is specifically explained and illustrated without departing from its spirit or scope. The scope of the invention is limited solely by the following claims.
Claims (20)
1. A clutch assembly, comprising:
a clutch pack for selectively transferring torque including a plurality of friction disks having friction surfaces;
a first cooling fluid inlet in fluid communication with a first friction surface of the plurality of friction disks;
a second cooling fluid inlet in fluid communication with a second friction surface of the plurality of friction disks;
wherein the first cooling fluid inlet has a first effective fluid flow area that is dissimilar to a second effective fluid flow area of the second cooling fluid inlet to provide a different volume of fluid to the friction surfaces.
2. The clutch assembly of claim 1 , wherein the first effective fluid flow area of the first cooling fluid inlet is sized differently from the second effective fluid flow area of the second cooling fluid inlet to provide a desired relative fluid flow based on a determined temperature difference of the friction surfaces.
3. The clutch assembly of claim 2 , wherein the first effective fluid flow area is defined by a flow cross-section of the first cooling fluid inlet that is greater than that of the second cooling fluid inlet to provide a greater volume of fluid to the first friction surface.
4. The clutch assembly of claim 3 , wherein the flow cross-section of the first cooling fluid inlet and of the second cooling fluid inlet has a circular shape.
5. The clutch assembly of claim 1 , further comprising a clutch hub having the first cooling fluid inlet and the second cooling fluid inlet provided thereon at different axial locations from one another, wherein at least a portion of the clutch hub is coupled for rotation with a portion of the friction disks.
6. The clutch assembly of claim 5 , wherein the first cooling fluid inlet and the second cooling fluid inlet are disposed in a radially outer wall of the clutch hub, and wherein the first cooling fluid inlet has a flow cross-section with different dimensions than that of the second cooling fluid inlet to vary the first and second fluid flow areas.
7. The clutch assembly of claim 5 , wherein the clutch hub has a cooling fluid port disposed radially inwards of the first cooling fluid inlet and the second cooling fluid inlet, wherein the cooling fluid port is fluidly connected to the first cooling fluid inlet and the second cooling fluid inlet via a coolant passage.
8. The clutch assembly of claim 7 , further comprising a piston assembly operatively connected to the clutch pack, the piston assembly including a piston chamber disposed radially inwards of the clutch pack and a piston disposed axially between the piston chamber and the coolant passage.
9. The clutch assembly of claim 8 , wherein the clutch hub defines a balance chamber in fluid communication with the cooling fluid port and disposed axially between the coolant passage and the piston, and wherein movement of the piston displaces a volume of fluid from the balance chamber.
10. The clutch assembly of claim 8 , wherein the piston assembly further includes a spring structured and arranged to apply a biasing force against the piston.
11. The clutch assembly of claim 10 , wherein the piston chamber is disposed between the piston and the spring.
12. The clutch assembly of claim 1 , wherein the first effective fluid flow area and the second effective fluid flow area are selectively adjusted based on temperature variations in the clutch pack.
13. The clutch assembly of claim 12 , wherein at least one of the first effective fluid flow area and the second effective fluid flow are is varied to increase or decrease an amount of fluid flow through the first cooling fluid inlet and the second cooling fluid inlet, respectively, based on a measured operating temperature of the friction surfaces.
14. The clutch assembly of claim 1 , wherein the first cooling fluid inlet directs a supply of fluid to a first disk of the plurality of friction disks at a first axial location and the second cooling fluid inlet directs a supply of fluid to a second disk of the plurality of friction disks at a second axial location, wherein the first axial location is different from the second axial location.
15. The clutch assembly of claim 1 , wherein the first effective fluid flow area is permanently adjusted to differ in dimension from the second effective fluid flow area.
16. A clutch assembly, comprising:
a clutch pack for selective transferring torque including a plurality of friction disks having friction surfaces;
a clutch hub disposed radially inward of the clutch pack, wherein at least a portion of the clutch hub is coupled for rotation with at least a portion of the friction disks;
a plurality of cooling fluid inlets disposed in a radially outer wall of the clutch hub for directing a cooling fluid to the clutch pack; and
wherein the plurality of cooling fluid inlets respectively have an effective fluid flow area that is sized to provide a desired relative fluid flow to the friction surfaces based on temperature variations in the clutch pack.
17. The clutch assembly of claim 16 , wherein the plurality of cooling fluid inlets includes a first cooling fluid inlet having a flow cross section that is larger than that of a second cooling fluid inlet of the plurality of cooling fluid inlets to supply a greater volume of fluid to a friction surface determined to have a higher operating temperature.
18. The clutch assembly of claim 17 , wherein the first cooling fluid inlet is in fluid communication with a first friction disk arranged at a first axial location and the second cooling fluid inlet is in fluid communication with a second friction disk arranged at a second axial location, and wherein the first axial location is different from the second axial location.
19. The clutch assembly of claim 16 , wherein at least two of the plurality of cooling fluid inlets have differing dimensions to provide dissimilar effective fluid flow areas.
20. The clutch assembly of claim 16 , wherein the plurality of cooling fluid inlets have circular diameters.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US16/580,731 US20200018361A1 (en) | 2007-03-30 | 2019-09-24 | Dual clutch with cooling distribution reservoir chambers |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US11/694,513 US10465754B2 (en) | 2007-03-30 | 2007-03-30 | Dual clutch with cooling distribution reservoir chambers |
US16/580,731 US20200018361A1 (en) | 2007-03-30 | 2019-09-24 | Dual clutch with cooling distribution reservoir chambers |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/694,513 Continuation US10465754B2 (en) | 2007-03-30 | 2007-03-30 | Dual clutch with cooling distribution reservoir chambers |
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US20200018361A1 true US20200018361A1 (en) | 2020-01-16 |
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Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/694,513 Expired - Fee Related US10465754B2 (en) | 2007-03-30 | 2007-03-30 | Dual clutch with cooling distribution reservoir chambers |
US16/580,731 Abandoned US20200018361A1 (en) | 2007-03-30 | 2019-09-24 | Dual clutch with cooling distribution reservoir chambers |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US11/694,513 Expired - Fee Related US10465754B2 (en) | 2007-03-30 | 2007-03-30 | Dual clutch with cooling distribution reservoir chambers |
Country Status (5)
Country | Link |
---|---|
US (2) | US10465754B2 (en) |
CN (1) | CN101688569B (en) |
BR (1) | BRPI0808593B1 (en) |
DE (1) | DE112008000831T5 (en) |
WO (1) | WO2008120078A1 (en) |
Cited By (1)
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US11286995B1 (en) * | 2021-04-21 | 2022-03-29 | Deere & Company | Dual-acting piston hydraulic clutch assembly |
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DE102012221444A1 (en) * | 2011-12-23 | 2013-06-27 | Schaeffler Technologies AG & Co. KG | Wet clutch e.g. double wet clutch, has partial clutch comprising inner output slat carrier with gearing region whose outer radius is larger than inner radius of gearing region of outer output slat carrier of partial clutch |
GB2525603B (en) * | 2014-04-28 | 2017-06-07 | Caterpillar Shrewsbury Ltd | Multi-plate brake or clutch |
US10767708B1 (en) * | 2014-06-06 | 2020-09-08 | Logan Clutch Corporation | Clutch assembly and system |
CN104235224B (en) * | 2014-09-13 | 2016-11-30 | 吉林大学 | A kind of wet-type dual-clutch |
DE102015224826A1 (en) * | 2015-12-10 | 2017-06-14 | Schaeffler Technologies AG & Co. KG | Actuation system for opening and / or closing a clutch of a motor vehicle and method for assembling the actuation system |
JP6920236B2 (en) * | 2018-03-06 | 2021-08-18 | 本田技研工業株式会社 | Friction engagement device |
FR3090768B1 (en) * | 2018-12-20 | 2022-01-21 | Valeo Embrayages | Motor vehicle transmission device |
CN115013453B (en) * | 2022-06-29 | 2023-11-28 | 中国航发湖南动力机械研究所 | Clutch cooling system and application |
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Also Published As
Publication number | Publication date |
---|---|
CN101688569B (en) | 2015-04-01 |
BRPI0808593B1 (en) | 2020-10-20 |
WO2008120078A1 (en) | 2008-10-09 |
DE112008000831T5 (en) | 2010-02-18 |
CN101688569A (en) | 2010-03-31 |
US10465754B2 (en) | 2019-11-05 |
BRPI0808593A2 (en) | 2014-08-05 |
US20080236978A1 (en) | 2008-10-02 |
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