WO2011044797A1 - 自动变速器的离合器 - Google Patents
自动变速器的离合器 Download PDFInfo
- Publication number
- WO2011044797A1 WO2011044797A1 PCT/CN2010/076498 CN2010076498W WO2011044797A1 WO 2011044797 A1 WO2011044797 A1 WO 2011044797A1 CN 2010076498 W CN2010076498 W CN 2010076498W WO 2011044797 A1 WO2011044797 A1 WO 2011044797A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- support arm
- horizontal wall
- piston
- wall
- Prior art date
Links
Classifications
-
- 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
-
- 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
- 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
Definitions
- the invention relates to a clutch for an automatic transmission, and belongs to the technical field of automobile manufacturing. Background technique
- the shifting mechanism of the automatic transmission is composed of a plurality of planetary gear sets, friction elements that transmit rotational speed and torque, such as clutches, brakes, and servo systems thereof, which convert the rotational speed and torque transmitted from the torque converter to the output shaft.
- the higher the number of gears in the transmission the better the speed ratio of the transmission can be designed, and the vehicle can have better fuel economy and drivability.
- the more gears the longer the power transmission path from the input to the output of the transmission, making the overall transmission size, especially the axial size, larger, which makes the cabin space more tight.
- the heat dissipation of the clutch in the automatic transmission is critical to the life of the clutch. Especially after the clutch is miniaturized and the gear position is complicated, the cooling is more important. Therefore, the design of the clutch must consider the cooling structure to ensure sufficient The coolant can reach the clutch plate. Summary of the invention
- the technical problem to be solved by the present invention is to provide a clutch for an automatic transmission which has a simple structure and a small axial dimension in view of the deficiencies of the prior art.
- the clutch of the automatic transmission comprises an inner hub and a first outer hub, and a rotating arm is disposed on the rotating shaft of the inner hub, the supporting arm comprises a side wall perpendicular to the inner hub rotating shaft and parallel to the inner hub rotating shaft a first horizontal wall, an inner wall of the first outer hub, and a horizontal wall of the support arm are connected to the clutch plate by a first spline and a second spline, and the first horizontal wall and the inner hub shaft are mounted with a first a piston, the piston wall claw of the top of the first piston is bent toward the outer side of the first horizontal wall to bypass the first horizontal wall and abut against the clutch plate.
- the top end of the side wall of the support arm protrudes upwardly from the first horizontal wall, and the clutch plate abuts against the top end of the side wall of the support arm.
- the clutch plate is restrained in the axial direction by the top end of the side wall of the support arm, and there is no need to install a snap ring on the clutch outer hub or the inner hub to axially limit the clutch plate, thereby reducing the number of components of the clutch, so that the clutch is Assembly is simpler and more convenient.
- a second outer hub is further disposed in the clutch, the first outer hub and the second outer hub are radially disposed, and the first horizontal wall and the second horizontal wall are disposed on the support arm side.
- a first piston is disposed under the first horizontal wall
- a second piston is disposed under the second horizontal wall.
- the inner wall of each outer hub and the horizontal wall of the support arm are coupled to the clutch plate by splines.
- Such a clutch controls the operation of the two planetary gear set components, reducing the number of clutches required for the automatic transmission, thereby making the transmission more compact in size and making the front compartment space more convenient.
- the specific arrangement of the piston is as follows: the first piston is slidably mounted in a first chamber formed between the inner hub shaft, the side wall of the support arm and the first horizontal wall of the support arm, and the baffle of the first piston is provided by a snap ring The axial limit is located on the inner hub shaft outside the first piston. Thus, a chamber is formed between the baffle of the first piston and the inner hub shaft and the first piston. When the chamber is filled with hydraulic oil, the first piston acts on the side wall of the support arm under the action of hydraulic oil.
- the piston claw pushes the clutch plate toward the side wall of the support arm, and the friction plate of the clutch is combined with the dual piece, so that the inner hub and the outer hub of the clutch are integrated, thereby transmitting power from the inner hub of the clutch.
- the outer hub of the clutch is transmitted to the relevant components or other components of the planetary gear set.
- the inner hub shaft of the clutch has an oil inlet hole
- the first horizontal wall of the support arm has an oil passage hole therethrough
- the first outer hub has a through oil outlet hole.
- a plurality of fluid passages are disposed on the side wall of the support arm and the first horizontal wall, and the two ends of the fluid passage are respectively communicated with the oil inlet hole and the oil passage hole.
- a special fluid passage is provided on the side wall of the support arm and the first horizontal wall, so that the coolant can be well guided, so that the cooler coolant entering the clutch can enter the clutch plate and the clutch plate can be cool down.
- the fluid passage may be formed by a thin wall sleeve press-fitted to the side wall of the support arm and the first horizontal wall.
- the clutch plate is provided with a radial groove, which can accelerate the flow of the coolant on the clutch plate, increase the contact area between the coolant and the clutch plate, and improve the cooling effect.
- the clutch of the automatic transmission of the present invention fully utilizes the axial space of the inner hub of the clutch by placing the piston under the clutch plate and being installed in the inner hub of the clutch, so that the axial dimension of the entire clutch is more compact.
- the arrangement of the clutch on the transmission is facilitated; in addition, the present invention also provides a cooling structure of the above-mentioned clutch, so that the clutch can be sufficiently cooled to ensure the working effect of the clutch and prolong the service life of the clutch.
- Figure 1 is a schematic cross-sectional view of a clutch of the present invention
- Figure 2 is a schematic cross-sectional view of a conventional clutch
- Figure 3 is a schematic view showing a coolant flow path of the clutch of the present invention.
- FIG. 4 is a perspective view showing the inner hub structure of the clutch of the present invention. detailed description
- Fig. 1 is a schematic sectional view of a clutch of the present invention
- Fig. 3 is a schematic view showing a coolant flow path of a clutch of the present invention
- Fig. 4 is a perspective view showing the inner hub structure of the clutch of the present invention.
- the clutch of the automatic transmission provided in this embodiment includes an inner hub 1 and a first outer hub 3, and the rotating shaft 11 of the inner hub 1 is used for the input end of the automatic transmission.
- the rotating shaft 11 of the inner hub 1 is provided with a supporting arm, and the supporting arm comprises a side wall 12 perpendicular to the rotating shaft 11 of the inner hub 1 and a first horizontal wall 13 parallel to the rotating shaft 11 of the inner hub 1,
- the inner wall of the first outer hub 3, the first horizontal wall 13 of the support arm is coupled to the clutch plate 2 by a spline, and the clutch plate 2 includes a friction plate 21 connected to the first outer hub 3 of the clutch via a spline 32 and A pair of pieces 22 alternately spaced from the friction plates 21 and connected to the first horizontal wall 13 of the support arm by splines 14; between the rotating shaft 11 of the inner hub 1, the side wall 12 of the support arm and the first horizontal wall 13 of the support arm A first chamber 10 is formed, in which a first piston 4 is mounted, and a baffle 5 of the first piston 4 is axially limited by a snap ring 6 to a rotating shaft 11 of the inner hub 1 outside the first piston 4.
- FIG. 2 is a schematic cross-sectional view of a conventional clutch.
- a conventional clutch mechanism mounts the piston 4' in the outer hub 3' of the clutch because the piston 4' is at the same level as the clutch plate 2', so the piston The axial dimension L2' and the axial dimension L1' of the clutch plate 2' have to be superposed in the axial direction of the entire clutch. Referring to the clutch shown in FIG.
- the top end of the side wall 12 of the support arm projects upwardly from the first horizontal wall 13, and the clutch plate 2 abuts against the top end of the side wall 12 of the support arm.
- the clutch plate 2 is restrained in the axial direction by the top end of the side wall 12 of the support arm. It is not necessary to install the snap ring 7' in the outer clutch hub 3' to provide the axial limit of the clutch plate 2' as in the clutch of Fig. 2. Position, this can effectively reduce the complexity of the manufacturing of clutch components, reducing the number of parts development The amount makes the assembly of the clutch easier and more convenient.
- the above clutch comprises two first clutch structures similar in structure.
- the 100 and the second clutch structure 200 are specifically arranged as follows:
- the clutch is radially disposed with two outer hubs, a first outer hub 3 and a second outer hub 30, and the support arms of the inner hub 1 are on both sides of the side wall 12 thereof
- Two horizontal walls, a first horizontal wall 13 and a second horizontal wall 130 are disposed, a first piston 4 is disposed under the first horizontal wall 13, and a second piston 40 is disposed under the second horizontal wall 130.
- the inner wall of the first outer hub 3 and the first horizontal wall 13 of the support arm are connected to the clutch plate 2 through the first spline 14; for the same reason, the inner wall of the second outer hub 30 and the second horizontal wall 130 of the support arm pass through
- the spline is coupled to the clutch plate 201.
- Such a clutch controls the operation of the two planetary gear set components, reducing the number of clutches required for the automatic transmission, thereby making the transmission more compact and making the front compartment space more convenient.
- a second chamber 20 is formed between the baffle 5 of the first piston 4 and the rotating shaft 11 of the inner hub 1, and the first piston 4.
- the first piston 4 is hydraulically
- the oil moves in the direction of the side wall 12 of the support arm
- the piston wall claw 41 pushes the clutch plate 2 toward the side wall 12 of the support arm
- the friction plate 21 of the clutch and the pair of blades 22 are combined to make the inner hub 1 of the clutch and
- the first outer hub 3 is formed integrally to transmit power from the clutch inner hub 1 to the first outer hub 3 and then to the associated components or other components of the planetary gear set by the first outer hub 3.
- the rotating shaft 11 of the inner hub 1 of the clutch has an oil inlet hole 15, and the first horizontal wall 13 of the supporting arm has an oil passage hole 16 through which the first outer hub 3 is opened. There is a through oil hole 31 therethrough.
- the coolant enters the first cavity formed between the inner hub shaft 11, the first piston 4, the support arm side wall 12 and the first horizontal wall 13 of the support arm through the oil inlet hole 15.
- the clutch plate 2 is cooled, and finally the clutch is disengaged from the oil outlet 31 to complete the cooling of the clutch, and the arrow shown in FIG. The direction of flow.
- the side wall 12 of the support arm and the first horizontal wall 13 are provided with a plurality of fluid passages 17 which are supported by the thin-walled sleeve 7 and the side wall 12 and the first horizontal wall 13 which are press-fitted on the support arm.
- a gap is formed, and both ends of the fluid passage 17 communicate with the oil inlet hole 15 and the oil passage hole 16, respectively.
- a special fluid passage 17 is provided on the side wall 12 of the support arm and the first horizontal wall 13, so that the coolant can be well guided, so that the cooler coolant entering the clutch can enter the clutch plate 2, The clutch plate 2 is cooled.
- the clutch plate 2 is provided with a radial groove 23, which can accelerate the flow of the coolant on the clutch plate 2, increase the contact area of the coolant with the clutch plate 2, and improve the cooling effect.
- the clutch of the automatic transmission of the present invention is mounted on the inner hub of the clutch by placing the piston under the clutch plate
- the arrangement of the clutch makes full use of the axial space of the inner hub of the clutch, so that the axial dimension of the entire clutch is more compact, and the arrangement of the clutch on the transmission is facilitated; and the present invention also provides a cooling structure of the above clutch, so that The clutch can be cooled sufficiently to ensure the working effect of the clutch and prolong the service life of the clutch.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Mechanical Operated Clutches (AREA)
Description
自动变速器的离合器 技术领域
本发明涉及一种自动变速器的离合器, 属于汽车制造技术领域。 背景技术
自动变速器的变速机构由多个行星齿轮组、 传递转速和扭矩的摩擦元件, 如各离 合器、 制动器及其伺服系统组成, 它将液力变矩器传来的转速和力矩变换后传送给输 出轴, 以驱动汽车。 变速器的档数越多, 变速器的速比就可以设计的越理想, 车辆也 就可以具有更好的燃油经济性和驾驶性能。 但是档位越多, 从变速器输入端到输出端 的动力传递路线就越长, 使得整个变速器的尺寸, 特别是轴向尺寸变大, 这就使得前 舱空间更加紧张。 另外, 自动变速器中离合器的热量发散对于离合器的寿命是很关键 的, 特别是离合器小型化、 档位复杂化之后, 其冷却就更加重要, 因此离合器的设计 必须要考虑冷却结构, 保证有足够的冷却液能够达到离合器片。 发明内容
本发明所要解决的技术问题在于, 针对现有技术的不足提出一种自动变速器的离 合器, 其结构简单、 轴向尺寸小。
本发明所提供的自动变速器的离合器, 包括内毂和第一外毂, 所述内毂的转轴上 设置有支撑臂, 所述支撑臂包括垂直于内毂转轴的侧壁和平行于内毂转轴的第一水平 壁, 所述第一外毂的内壁、支撑臂的水平壁通过第一花键和第二花键连接有离合器片, 所述第一水平壁与内毂转轴之间安装有第一活塞, 所述第一活塞顶部的活塞壁爪向第 一水平壁的外侧弯折绕过第一水平壁并与离合器片相抵。
这种将活塞置于离合器片之下, 安装于离合器内毂之中的布置方式, 因为活塞与 离合器片的轴向未在同一水平面上, 因此两者的轴向尺寸可以在一定程度上重合, 充 分利用离合器内毂的轴向空间, 使得整个离合器的轴向尺寸更为紧凑。
所述支撑臂的侧壁顶端向上突出于第一水平壁, 所述离合器片与支撑臂的侧壁顶 端相抵。 离合器片在轴向方向由支撑臂的侧壁顶端进行限位, 不需要在离合器外毂或 内毂上安装卡环对离合器片来进行轴向限位, 减少了离合器的零件数目, 使得离合器 的装配更加简单、 方便。
为进一步减少离合器的所占空间, 在离合器内, 还设有第二外毂, 第一外毂与第 二外毂径向设置, 所述第一水平壁和第二水平壁设置在支撑臂侧壁的两侧, 第一水平 壁下设置有第一活塞, 第二水平壁下设置有第二活塞, 每个外毂的内壁、 支撑臂的水 平壁均通过花键连接有离合器片。 这样一个离合器即可控制两个行星齿轮组元件的工 作, 使得自动变速器所需的离合器数量减少, 从而使变速器的结构尺寸更加紧凑, 使 前舱空间布置更加方便。
活塞的具体设置方式如下: 所述第一活塞滑动安装在内毂转轴、 支撑臂侧壁和支 撑臂的第一水平壁之间形成的第一腔室内, 第一活塞的挡板由一个卡环轴向限位于第 一活塞外侧的内毂转轴上。 这样第一活塞的挡板与内毂转轴、 第一活塞之间就形成了 一个腔室, 当该腔室中注满液压油后, 第一活塞就在液压油的作用下向支撑臂侧壁的 方向移动, 活塞壁爪将离合器片推向支撑臂侧壁的方向, 离合器的摩擦片和对偶片结 合, 使得离合器的内毂和外毂形成一个整体, 从而将来自于离合器内毂的动力传递至 离合器外毂, 再由离合器外毂传递至行星齿轮组的相关元件或者其它零部件。
为解决离合器散热冷却的问题, 上述离合器的内毂转轴开有进油孔, 所述支撑臂 的第一水平壁上贯穿有过油孔, 所述第一外毂开有贯穿的出油孔。 当离合器工作时, 在离心力的作用下, 冷却液通过进油孔进入内毂转轴、 第一活塞、 支撑臂侧壁和支撑 臂的第一水平壁之间形成的第一腔室内, 然后通过过油孔进入到离合器片处, 对离合 器片进行冷却, 最后通过出油孔甩离离合器, 完成对离合器的冷却。
所述支撑臂的侧壁及第一水平壁上设置有多条流体通道, 所述流体通道的两端分 别与进油孔和过油孔相通。 在支撑臂的侧壁及第一水平壁上设置专门的流体通道, 可 以对冷却液进行一个很好的引导, 使得进入离合器的温度较低的冷却液可以进入到离 合器片处, 对离合器片进行冷却。 所述流体通道可以由压装在支撑臂的侧壁及第一水 平壁上的薄壁套筒构成。
所述离合器片上设置有径向凹槽, 这样可以加快冷却液在离合器片上的流动, 加 大冷却液与离合器片的接触面积, 改善冷却效果。
本发明的自动变速器的离合器通过将活塞置于离合器片之下, 安装于离合器内毂 之中的布置方式, 充分利用了离合器内毂的轴向空间, 使得整个离合器的轴向尺寸更 为紧凑, 方便离合器在变速器上的布置; 另外本发明还提供了上述离合器的冷却结构, 以使离合器可以得到充足的冷却, 保证离合器的工作效果, 延长离合器的使用寿命。
附图说明
图 1是本发明的离合器的截面示意图;
图 2是传统离合器的截面示意图;
图 3是本发明的离合器的冷却液流动路径示意图;
图 4是本发明的离合器的内毂结构立体视图。 具体实施方式
下面结合具体实施例和附图对本发明的技术方案进行详细地说明。
图 1是本发明的离合器的截面示意图; 图 3是本发明的离合器的冷却液流动路径 示意图; 图 4是本发明的离合器的内毂结构立体视图。 如图 1、 图 3和图 4所示, 本 实施例中所提供的自动变速器的离合器包括内毂 1和第一外毂 3, 所述内毂 1 的转轴 11用来与自动变速器的输入端相连, 所述内毂 1 的转轴 11上设置有支撑臂, 所述支 撑臂包括垂直于内毂 1 的转轴 11 的侧壁 12和平行于内毂 1 的转轴 11 的第一水平壁 13, 所述第一外毂 3的内壁、 支撑臂的第一水平壁 13通过花键连接有离合器片 2, 所 述离合器片 2包括与离合器的第一外毂 3通过花键 32连接的摩擦片 21和与摩擦片 21 交替间隔并与支撑臂的第一水平壁 13通过花键 14连接的对偶片 22;内毂 1的转轴 11、 支撑臂的侧壁 12和支撑臂的第一水平壁 13之间形成第一腔室 10, 在第一腔室 10内 安装有第一活塞 4, 第一活塞 4的挡板 5由一个卡环 6轴向限位于第一活塞 4外侧的 内毂 1的转轴 11上,所述第一活塞 4顶部的活塞壁爪 41向第一水平壁 13的外侧弯折, 绕过第一水平壁 13并与离合器片 2相抵。
图 2是传统离合器的截面示意图, 如图 2所示, 传统的离合器机构将活塞 4'安装 于离合器的外毂 3'内, 因为活塞 4'与离合器片 2'处于同一水平线上, 因此活塞的轴向 尺寸 L2'与离合器片 2'的轴向尺寸 L1'不得不在整个离合器的轴向进行叠加。 而对照本 发明图 1所示的离合器, 由于将活塞 4安装于离合器的内毂 1中并处于离合器片 2的 下方, 活塞 4与离合器片 2的尺寸并不发生直接冲突, 离合器片 2的轴向尺寸 L1包 容了一部分活塞 4的轴向尺寸 L2, 这就使得整个离合器的轴向尺寸大大縮短。
再如图 1所示, 上述支撑臂的侧壁 12顶端向上突出于第一水平壁 13, 所述离合器 片 2与支撑臂的侧壁 12顶端相抵。 离合器片 2在轴向方向由支撑臂的侧壁 12顶端进 行限位, 不需要如图 2的离合器那样, 在离合器外毂 3'中安装卡环 7'来提供离合器片 2'的轴向限位, 这样可以有效降低离合器构件加工制造的复杂性, 减少零件开发的数
量, 使得离合器的装配更加简单、 方便。
为进一步减少离合器的所占空间, 上述离合器包含两个结构类似的第一离合结构
100 和第二离合结构 200, 具体如下设置: 离合器径向设置有两个外毂, 第一外毂 3 和第二外毂 30, 所述内毂 1 的支撑臂在其侧壁 12的两侧设置有两个水平壁, 第一水 平壁 13和第二水平壁 130, 第一水平壁 13下设置有第一活塞 4, 第二水平壁 130下设 置有第二活塞 40。 第一外毂 3的内壁、 支撑臂的第一水平壁 13, 通过第一花键 14与 离合器片 2连接; 同理, 第二外毂 30的内壁、 支撑臂的第二水平壁 130, 通过花键与 离合器片 201连接。 这样一个离合器即可控制两个行星齿轮组元件的工作, 使得自动 变速器所需的离合器数量减少, 从而使变速器的结构尺寸更加紧凑, 使前舱空间布置 更加方便。
第一活塞 4的挡板 5与内毂 1的转轴 11、 第一活塞 4之间形成了第二腔室 20, 当 第二腔室 20中注满液压油后, 第一活塞 4就在液压油的作用下向支撑臂侧壁 12的方 向移动, 活塞壁爪 41将离合器片 2推向支撑臂侧壁 12的方向, 离合器的摩擦片 21 和对偶片 22结合, 使得离合器的内毂 1和第一外毂 3形成一个整体, 从而将来自于离 合器内毂 1 的动力传递至第一外毂 3, 再由第一外毂 3传递至行星齿轮组的相关元件 或者其它零部件。
为解决离合器散热冷却的问题, 上述离合器的内毂 1的转轴 11开有进油孔 15, 所 述支撑臂的第一水平壁 13上贯穿有过油孔 16,所述第一外毂 3开有贯穿的出油孔 31。 当离合器工作时, 在离心力的作用下, 冷却液通过进油孔 15进入内毂转轴 11、 第一 活塞 4、 支撑臂侧壁 12和支撑臂的第一水平壁 13之间形成的第一腔室 10内, 然后通 过过油孔 16进入到离合器片 2处, 对离合器片 2进行冷却, 最后通过出油孔 31甩离 离合器, 完成对离合器的冷却, 如图 3所示的箭头表示冷却液的流动方向。
所述支撑臂的侧壁 12及第一水平壁 13上设置有多条流体通道 17, 该流体通道 17 由压装在支撑臂上的薄壁套筒 7与侧壁 12及第一水平壁 13之间的间隙形成, 所述流 体通道 17的两端分别与进油孔 15和过油孔 16相通。 在支撑臂的侧壁 12及第一水平 壁 13上设置专门的流体通道 17, 可以对冷却液进行一个很好的引导, 使得进入离合 器的温度较低的冷却液可以进入到离合器片 2处, 对离合器片 2进行冷却。
所述离合器片 2上设置有径向凹槽 23, 这样可以加快冷却液在离合器片 2上的流 动, 加大冷却液与离合器片 2的接触面积, 改善冷却效果。
本发明的自动变速器的离合器通过将活塞置于离合器片之下, 安装于离合器内毂
之中的布置方式, 充分利用了离合器内毂的轴向空间, 使得整个离合器的轴向尺寸更 为紧凑, 方便离合器在变速器上的布置; 另外本发明还提供了上述离合器的冷却结构, 以使离合器可以得到充足的冷却, 保证离合器的工作效果, 延长离合器的使用寿命。
Claims
1、 一种自动变速器的离合器, 包括内毂 (1) 和第一外毂 (3), 其特征在于, 所 述内毂 (1) 的转轴 (11) 上设置有支撑臂, 所述支撑臂包括垂直于内毂 (1) 的转轴
(11) 的侧壁 (12) 和平行于内毂转轴 (11) 的第一水平壁 (13), 所述第一外毂 (3) 的内壁、 支撑臂的第一水平壁 (13) 通过第一花键 (14) 和第二花键 (32) 连接有离 合器片 (2), 所述第一水平壁 (13) 与内毂转轴 (11) 之间安装有第一活塞 (4), 所 述第一活塞 (4)顶部的活塞壁爪 (41) 向第一水平壁 (13) 的外侧弯折绕过第一水平 壁 (13) 并与离合器片 (2) 相抵。
2、 根据权利要求 1所述的自动变速器的离合器, 其特征在于, 所述支撑臂的侧壁 (12) 顶端向上突出于第一水平壁 (13), 所述离合器片 (2) 与支撑臂的侧壁 (12) 顶端相抵。
3、 根据权利要求 1或 2任一项所述的自动变速器的离合器, 其特征在于, 在离合 器内, 还设有第二外毂 (30), 第一外毂 (3) 与第二外毂 (30) 径向设置, 在支撑臂 侧壁 (12) 的两侧设置第一水平壁 (13) 和第二水平壁 (130), 第一水平壁 (13) 下 设置有第一活塞 (4), 第二水平壁 (130) 下设置有第二活塞 (40), 每个外毂的内壁、 支撑臂的水平壁均通过花键连接有离合器片。
4、 根据权利要求 1或 2任一项所述的自动变速器的离合器, 其特征在于, 所述第 一活塞 (4) 滑动安装在内毂转轴 (11)、 支撑臂的侧壁 (12) 和支撑臂的第一水平壁
(13) 之间形成的第一腔室 (10) 内, 第一活塞 (4) 的挡板 (5) 由一个卡环 (6) 轴 向限位于第一活塞 (4) 外侧的内毂转轴 (11) 上。
5、 根据权利要求 1或 2任一项所述的自动变速器的离合器, 其特征在于, 所述内 毂转轴(11)开有进油孔(15), 所述支撑臂的第一水平壁(13)上贯穿有过油孔(16), 所述第一外毂 (3) 开有贯穿的出油孔 (31)。
6、 根据权利要求 5所述的自动变速器的离合器, 其特征在于, 所述支撑臂的侧壁 (12) 及第一水平壁 (13) 上设置有多条流体通道 (17), 所述流体通道 (17) 的两端 分别与进油孔 (15) 和过油孔 (16) 相通。
7、根据权利要求 6所述的自动变速器的离合器, 其特征在于, 所述流体通道(17) 由压装在支撑臂上的薄壁套筒(7)与侧壁(12)及第一水平壁(13)之间的间隙形成。
8、 根据权利要求 5所述的自动变速器的离合器, 其特征在于, 所述离合器片 (2) 上设置有径向凹槽 (23)。
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200910193041A CN101672334A (zh) | 2009-10-14 | 2009-10-14 | 一种自动变速器的离合器 |
CN200910193041.6 | 2009-10-14 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011044797A1 true WO2011044797A1 (zh) | 2011-04-21 |
Family
ID=42019687
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CN2010/076498 WO2011044797A1 (zh) | 2009-10-14 | 2010-08-31 | 自动变速器的离合器 |
Country Status (2)
Country | Link |
---|---|
CN (1) | CN101672334A (zh) |
WO (1) | WO2011044797A1 (zh) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2875260A1 (de) * | 2012-07-20 | 2015-05-27 | Schaeffler Technologies AG & Co. KG | Doppelkupplungseinrichtung |
FR3102815A1 (fr) * | 2019-10-31 | 2021-05-07 | Valeo Embrayages | Mecanisme d’embrayage multidisques comprenant une etancheite amelioree |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101672334A (zh) * | 2009-10-14 | 2010-03-17 | 奇瑞汽车股份有限公司 | 一种自动变速器的离合器 |
EP2875250A1 (de) * | 2012-07-20 | 2015-05-27 | Schaeffler Technologies AG & Co. KG | Doppelkupplungseinrichtung |
DE112014004533A5 (de) * | 2013-10-01 | 2016-06-16 | Schaeffler Technologies AG & Co. KG | Verbindungseinrichtung für eine Reibkupplung und einen Drehschwingungsdämpfer |
DE102014223033A1 (de) * | 2013-12-04 | 2015-06-11 | Schaeffler Technologies AG & Co. KG | Nasslaufende radiale Doppelkupplung |
DE102015208372A1 (de) * | 2014-09-26 | 2016-03-31 | Schaeffler Technologies AG & Co. KG | Mehrfachkupplungseinrichtung für ein Nutzfahrzeug sowie Drehmomentübertragungseinrichtung oder Kupplung |
US9695930B2 (en) * | 2015-06-11 | 2017-07-04 | Ford Global Technologies, Llc | Transmission assembly |
JP2017110685A (ja) * | 2015-12-14 | 2017-06-22 | 本田技研工業株式会社 | クラッチ装置 |
CN105429366B (zh) * | 2015-12-30 | 2018-05-11 | 盛瑞传动股份有限公司 | 自动变速器电机冷却装置 |
DE102017206218A1 (de) * | 2017-04-11 | 2018-10-11 | Zf Friedrichshafen Ag | Mehrfachkupplungsanordnung, Doppelkupplungsgetriebeanordnung sowie Kraftfahrzeug |
CN108374848B (zh) * | 2018-03-12 | 2019-11-29 | 格特拉克(江西)传动系统有限公司 | 一种改进的湿式双离合器 |
CN109058321A (zh) * | 2018-08-01 | 2018-12-21 | 格特拉克(江西)传动系统有限公司 | 一种湿式双离合器弹性活塞回复结构 |
EP3715658B1 (en) * | 2019-03-27 | 2022-08-24 | Ningbo Geely Automobile Research & Development Co. Ltd. | Torque transmission arrangement |
CN112443590B (zh) * | 2019-09-05 | 2022-07-22 | 广州汽车集团股份有限公司 | 一种车辆及湿式双离合器 |
US11261921B2 (en) * | 2020-02-19 | 2022-03-01 | Schaeffler Technologies AG & Co. KG | Hybrid module cooling flow |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20030051967A1 (en) * | 2001-09-20 | 2003-03-20 | Honda Giken Kogyo Kabushiki Kaisha | Wet friction plate assembly |
US20040206599A1 (en) * | 2000-10-05 | 2004-10-21 | Andreas Hegerath | Dual clutch for a transmission with two input shafts |
US20050194230A1 (en) * | 2004-03-04 | 2005-09-08 | Honda Motor Co., Ltd. | Structure of multiple disc clutch |
CN101251159A (zh) * | 2007-12-29 | 2008-08-27 | 洛阳北方易初摩托车有限公司 | 可以冷却和润滑摩擦片的摩托车用离合器 |
CN101672334A (zh) * | 2009-10-14 | 2010-03-17 | 奇瑞汽车股份有限公司 | 一种自动变速器的离合器 |
-
2009
- 2009-10-14 CN CN200910193041A patent/CN101672334A/zh active Pending
-
2010
- 2010-08-31 WO PCT/CN2010/076498 patent/WO2011044797A1/zh unknown
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040206599A1 (en) * | 2000-10-05 | 2004-10-21 | Andreas Hegerath | Dual clutch for a transmission with two input shafts |
US20030051967A1 (en) * | 2001-09-20 | 2003-03-20 | Honda Giken Kogyo Kabushiki Kaisha | Wet friction plate assembly |
US20050194230A1 (en) * | 2004-03-04 | 2005-09-08 | Honda Motor Co., Ltd. | Structure of multiple disc clutch |
CN101251159A (zh) * | 2007-12-29 | 2008-08-27 | 洛阳北方易初摩托车有限公司 | 可以冷却和润滑摩擦片的摩托车用离合器 |
CN101672334A (zh) * | 2009-10-14 | 2010-03-17 | 奇瑞汽车股份有限公司 | 一种自动变速器的离合器 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2875260A1 (de) * | 2012-07-20 | 2015-05-27 | Schaeffler Technologies AG & Co. KG | Doppelkupplungseinrichtung |
FR3102815A1 (fr) * | 2019-10-31 | 2021-05-07 | Valeo Embrayages | Mecanisme d’embrayage multidisques comprenant une etancheite amelioree |
Also Published As
Publication number | Publication date |
---|---|
CN101672334A (zh) | 2010-03-17 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2011044797A1 (zh) | 自动变速器的离合器 | |
US8863923B2 (en) | Fluid transmission device | |
US9249838B2 (en) | Transmission clutch with improved cooling | |
US7484607B2 (en) | Torsional vibration damper | |
US10718425B2 (en) | Brake device of transmission | |
JP5669878B2 (ja) | ハイブリッド車両の動力伝達装置 | |
US7926635B2 (en) | Piston assembly and a force transfer device, particularly a force transfer device with a piston assembly | |
CN104061319B (zh) | 一种用于双离合器变速器的双离合器润滑结构 | |
US20130111891A1 (en) | Vehicle drive device | |
US10119577B2 (en) | Cooling system for a dry dual clutch of a dual clutch transmission | |
US8083043B2 (en) | Clutch device | |
US8584823B2 (en) | Torque transmitting assembly with dog clutch and plate clutch features | |
US20040069586A1 (en) | Clutch arrangement | |
JP2009236234A (ja) | 多段自動変速機 | |
US20080308378A1 (en) | Coupling device | |
US8631918B2 (en) | Torque transmission assembly with clutches | |
US20160230874A1 (en) | Power transmission device | |
US11376942B2 (en) | Torque converter with sealed turbine shell and clutch cooling | |
KR20100066373A (ko) | 듀얼 클러치 조립체, 및 듀얼 클러치 모듈 | |
CN107054047B (zh) | 混合动力系统 | |
JP4931217B2 (ja) | 自動変速装置の入力継手 | |
CN111609050A (zh) | 用于变速器的起步离合器 | |
JPS61189330A (ja) | クラツチ装置 | |
CN113107987B (zh) | 双离合器装置及其混动模块 | |
CN113251083B (zh) | 混合动力传动系统 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10823028 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
32PN | Ep: public notification in the ep bulletin as address of the adressee cannot be established |
Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 07/08/2012) |