Patent Application
20050067251
The invention relates generally to a clutch mechanism for a transmission utilizing oil or other fluid systems such as those used in automotive dual clutch transmissions.
One form of automotive transmissions utilizes a dual clutch system to transmit torque to a gear box or other gear shifting mechanism. Such dual clutch systems may be used in manual, an assisted manual or automatic transmissions. Dual clutch systems typically are provided with a single torque input from the engine that is transferred by the clutch to one of a pair of shafts out of the clutch to the transmission gear box.
The torque input is transferred to the output shafts through a pair of selectively engageable, compressible stacks of clutch disks. Such dual clutch systems typically have a first and a second clutch stack, and each stack has a set of driving disks and a set of driven disks. The driving disks are operatively connected to the torque input, and the driven disks are operatively connected to one of the output shafts. In the gear box, the output shafts provide torque to different gear sets. For example, one of the clutch stack/output shafts can provide torque to the even numbered gears in the gear box and the other shaft can to provide torque to the odd numbered gears and a reverse gear.
By selectively compressing the disc stacks, the operator or operating system frictionally engages the driving disks and the driven disks to transmit torque to the preselected gears. The amount of torque transfer will depend on degree to which the disks are engaged, the engine speed and other related factors. Because one disk stack is inactive while the other stack is engaged, an additional gear may be selected in the gear box and engaged to the output shift connected to the inactive clutch stack. The gear shift is accomplished by disengaging the active stack and activating the inactive stack that is already engaged with the new gear. Thus, the time required to shift to the new, pre-selected gear can be reduced, clutch engagement and disengagement interruptions can be reduced, and a smoother gear shift can be accomplished.
Many dual clutch systems position the first and second clutch arrangements radially with respect to each other. In others systems, the first and second clutch arrangements are positioned parallel to each other along the principal axis of rotation of the clutch mechanism.
In many dual clutch systems, the clutch output shafts are concentrically arranged with respect to each other. One example of such an arrangement uses a first inner clutch output shaft connected to a one of clutch stacks and positioned within a hollow second, outer clutch output shaft, that is connected to the other clutch stack. The selective activation of either the first or the second clutch stacks allows for the torque input from, for example, an engine drive shaft to one of the inner or outer output shafts.
Each clutch stack can be hydraulically activated by radially extending annular pistons. The pistons often extend from a location proximate a clutch support to the outer clutch plates of each of their clutch stacks. The pistons together with an annular cylinder and/or inner walls of the clutch define a pressure chamber for each piston. When a flow of fluid (typically a transmission oil) is applied to the pressure chamber and thus to one of the pistons, the piston contacts the clutch stack with a force sufficient to compress and frictionally engage the discs of the clutch stack.
In operation, the torque input to the clutch is transmitted through the entire clutch, rotating the clutch around a central axis. In some instances, the clutch also rotates around a stationary shaft(s), and in other systems the shafts also may rotate. As a result, the clutch rotation exerts centrifugal force on the oil or other fluids in the clutch and the pressure chambers. The amount of centrifugal force at a particular point in the pressure chamber will vary with the rotational speed of the assembly, the engine and the fluid's distance from the clutch axis of rotation. In many applications, the effects of such centrifugal forces cause the fluids within the pressure chamber exert unwanted pressure on the pistons. This undesirable pressure tends to urge the piston to self-engage with its respective plate stack or to resist the disengagement of the piston from the plate stack.
Accordingly, in many systems, it is desirable to provide a balancing force against the piston sufficient to reduce or offset the effect of centrifugal forces on the fluids in the pressure chambers. One design for compensating for the effect of the centrifugal force in the pressure chamber provides a balance chamber on the opposite side of the piston. This balance chamber is supplied with a transmission fluid and/or oil that also is subject to the centrifugal forces generated by the rotation of the clutch. The fluid is supplied in an amount sufficient to generate a pressure opposing and offsetting that exerted by the fluid in the pressure chamber. In many systems, the result is a general reduction or cancellation of the opposing pressures, and the net clutch application force will thus be approximately equal to the force exerted by the command pressure sent to the pressure chamber to acuate the clutch.
In “wet” clutch systems, a consistent flow of an oil, transmission fluid or other lubricating fluid, also is maintained through the clutch. The lubricating fluid flows through supply channels and through the clutch stacks providing lubrication to the clutch disks, seals and other moving parts. This fluid flow further serves an important role in cooling the clutch and particularly the disk stacks.
The fluid flow for applying pressure to the pistons, for supplying the balance chambers and for lubricating and cooling the clutch assemblies often is directed from a pump or reservoir through a series of channels located in a shaft or support surrounding the clutch output shafts. The channel system provides separate passages for separate functions within the clutch to permit use of different fluid flow rates and/or pressure for those functions.
For example, the fluid flow rate into the pressure chambers will substantially increase and decrease with the activation and deactivation of the pistons for each clutch stack. The lubricating and cooling fluid flow to the clutch disk stacks also often must be significant, and sometimes greater than that required for the piston or balance chambers. In many dual clutch systems, as a result, it is difficult to efficiently control the fluid flows for each such function.
This is a concern for the balance chambers as it is desirable to keep the fluid in balance chambers at a preferred level without unduly pressurizing them. If a balance chamber does not contain sufficient fluid, the clutch piston associated with the balance chamber will tend to self-engage the clutch stack as the engine and/or clutch rotational speed increases due to the increasing centrifugal forces. Conversely, if the fluid in the balance chamber is over-pressurized, the associated clutch will tend to self-disengage as the rotational speed of the clutch increases.
The variability of fluid flow in a dual clutch systems is also of concern in systems with a fixed or stationary fluid supply shafts under low flow rate conditions. The transfer channels in such systems typically are mounted on the upper surfaces of the sleeve and/or shaft. This requires that the fluid move out and into the balance chamber, resisting gravity and other forces that would interfere with the fluid flow. Under such low flow conditions, the fluid flow from those channels may be insufficient to maintain the balance chamber fluid levels at the desired levels.
Similarly, at times, such as a vehicle launch there may be a need for a reservoir of fluid that can be delivered into balance chambers before the vehicle is fully started and the fluid delivery system is delivering fluids to the clutch. There also may be other instances where the fluid flow is interrupted for a time and a reservoir of fluid to supply the clutch with fluid for the balance chambers is desirable.
The present invention provides an improved fluid management system for clutch assemblies having fluid-operated pistons and fluid operated balance chambers offsetting the undesired pressures exerted by fluids within the piston chamber induced by centrifugal forces. The improved system provides an effective and cost efficient arrangement of fluid supply channels and supply openings capable of maintaining desired fluid levels in the balance chambers at low, otherwise insufficient, flow rate conditions.
In one aspect, the system utilizes a first supply opening and a second supply opening to the balance chambers, with a supply conduit connection the openings. At low flow rate conditions, a gravity assisted flow of fluids from the first opening, through the supply conduit to the second opening. The second opening is positioned provide a gravity assisted flow of fluids into the balance chambers. The use of the multiple supply openings connected by the supply conduit permits the maintenance of sufficient fluid levels in the balance chambers under low flow rate conditions that otherwise are insufficient for that purpose.
In another aspect, the system permits the efficient use of common flow channels providing fluid flow for the balance chambers and for lubrication and cooling purposes. In this aspect, the invention permits the maintenance of a consistent desired fluid flow to the balance chambers under conditions where the fluid flow for lubrication and cooling purposes exceeds that preferred for supplying the balance chambers. In yet another aspect, the improved system provides a reservoir of fluid for the balance chambers under conditions where the fluid supply is stopped or interrupted for a period of time.
In yet another aspect of the system, a dual clutch assembly is provided with a first clutch disk stack and a second clutch disk stack. The clutch is provided with torque input from an engine drive linked to the disk clutch stacks. Each clutch disk stack is associated with a pressure chamber having a piston disposed to reversibly compress the disk stack when the pressure chamber is pressurized with a fluid. The fluids used in the system typically are one or more oils, oils with additives, transmission fluids or other fluids suitable for use in automotive transmissions. Each clutch stack further is associated with a balance chamber disposed to provide pressure against the piston to counteract the effect of centrifugal forces acting on the fluids within the pressure chambers.
The first and second disk stacks are connected to a first and second clutch output shaft, respectively. The output shafts, in turn, are connected to a gear box. The first clutch output shaft is disposed to transfer torque to and drive one set of gears, and the second output shaft is disposed to transfer torque to and drive another set of gears. The specific combinations of gears driven by each shaft will depend on the specific application.
In one aspect of the invention, the clutch also is provided with a fluid source, which may, for example, include a reservoir, at least one fluid pump, one or more fluid valves, and a controller that regulates the flow of fluid to the clutch chambers. The fluid source provides the fluid flow necessary to actuate the clutch pistons, provides fluid to the balance chambers and provides a lubricating and cooling flow to the other clutch components. The clutch accordingly is provided with one or more fluid flow channels from the fluid source to the pressure chambers, balance chambers, and the lubrication and cooling paths through the clutch.
Each fluid channel is provided with channel openings disposed to deliver fluid to one of the clutch pressure chambers, to one or both balance chambers, and/or to the lubrication and cooling paths. In one aspect of the invention, the channels are formed in an sleeve mounted between the clutch output shafts and a clutch hub and/or support carrying one or both of the clutch stack assemblies. The sleeve typically is stationary during operation of the clutch so that when in operation the clutch hub, pressure chambers, balance chambers and disk stacks rotate around the sleeve. Similarly, multiple sleeves or multi-component sleeves may be used for the same purpose, and other alternatives providing fluid channels to the other clutch components may be used in other aspects of the invention.
In this aspect, the sleeve provides a fluid channel to apply fluid pressure to the first clutch pressure chamber; a channel to apply fluid pressure to the second clutch pressure chamber; and a high capacity channel to supply flow fluid to the lubrication and cooling paths. This aspect of the invention also provides a channel to supply fluid to the balance chambers, as well as additional fluid to the lubrication and cooling paths when the fluid flow exceeds a predetermined level.
Each channel includes a channel opening in communication with a fluid passage to the appropriate chamber and/or the lubrication and cooling paths. The channel openings are disposed circumferentially around the sleeve, and in different positions relative to the sleeve end to permit a sealing engagement of the opening and the respective fluid passages. The openings to the balance chambers include a first opening in an upper position on the sleeve, and a second opening spaced from the first opening for the supply of fluid to the balance chambers under low fluid pressure conditions.
The second, low pressure opening is in fluid communication with the first opening via a ring groove. A choke wall or segment at the end of the balance chamber supply channel directs fluid into the ring groove even at low fluid flow rates. The second low pressure opening is located in a position permitting a gravity assist to the flow of fluid to the balance chambers, for example, along a bottom section of the sleeve opposite the first opening. As a result, a consistent fluid flow is available to the balance chamber at fluid pressures that often are inadequate to permit sufficient fluid flow from the first, upper opening to the balance chambers. In conditions where the fluid flow is halted, the ring groove and the additional low pressure balance channel opening also can serve as fluid reservoirs sufficient to provide adequate balancing for small piston movements.
In this aspect, the fluid management system of the invention allows an overall reduction in fluid flow without a substantive loss in the ability to fill the balance chambers to effective levels under low pressure conditions. The invention also compensates for temporary interruptions in the fluid flow that would have impeded or interfered with the operation of previous systems. As one result, the invention can provide a more responsive clutch under a wide range of operating conditions. The invention, among other advantages, also permits the reduction in fluid flow requirements and volumes for the clutch system. Such reduction can result in reduced fluid resistence in the clutch, reduced fluid system wear and fluid volume requirements, and provide fuel savings and other cost savings to the users.
a and 8b are an upper perspective view and a lower perspective view, respectively, of a portion of a fluid sleeve as used in the aspect of the invention shown in
It should be understood that the above figures are not necessarily to scale. In certain instances, details of the actual structure shown in the Figures which are not necessary for the understanding of the present invention have been omitted. It should also be understood that the Figures are provided to illustrate an example of the invention and that the invention is not necessarily limited to the particular example and aspects discussed herein.
One aspect of the invention is shown in
A first clutch output spline 22 is operably connected to the driven disks of the first, outer disk stack 12, and a second clutch output spline 24 is operably connected to the driven disks of the second, inner disk stack 14. In a typical application, the second output spline 24 is keyed to a first outer drive shaft to provide driving torque to preselected gears in a gear box (not shown) when the second inner disk stack 14 is actuated. The first output spline 22 similarly is keyed to a second drive shaft (not shown) that typically is disposed within the first drive shaft. The second inner draft shaft is operatively disposed to transfer driving torque from the first outer clutch stack 12 to other, typically complementary gears in the gear box. The drive shafts also may provide driving torque to other sets of gears in the gear box such as a reverse gear.
Thus, the first 12 and second 14 disk stacks are selectively operable to transmit torque to one or more gears in the gear box in an order, and timed, to provide a desired transition between gears at selected shift points.
In the example shown in
The second, inner disk 14 stack similarly includes driving clutch disks 38 mounted in a driving disk support 40. The second stack 14 further includes the driven disks 42 disposed between the driving disks 40 and mounted on a driven disk support 44. The inner driving disks 38 and inner driven disks 42 similarly are reversibly, and compressively movable (typically along one or more keyways) when pressure is exerted against the end driving disk 38a.
The driving disks 30 and 38, and the driven disks 34 and 42 may be made a variety of materials suitable for use in clutch applications. Such materials should provide sufficient frictional engagement to efficiently transfer torque from the driving disks 30 and 38 to the driven disks 30 and 42, and are sufficiently durable to permit the repeated compressive engagement and disengagement of the disk stacks 12 and 14. Examples of such materials include steel, metal composite materials, disks provided with friction facings and similar friction materials. In this aspect of the invention, the disk stacks also are subject to a flow of lubricating and cooling fluid. According, the disk friction material in this example must be suitable for such a “wet” environment.
As shown in
Accordingly, when the clutch is in operation, driving torque is transferred though the hub 16 and the outer housing 20 to the outer driving plate 46, and thereby to the the first driving disks 30 and the clutch hub 48. The clutch hub 48, in addition transfers driving torque to the inner stack driving plate 54, and thereby to the inner stack driving disks 38.
To actuate the disk stacks 12 and 14, the first outer stack 12 is provided with a first outer piston 56 selectively shiftable from an first unengaged position to a second position engaging the end driving disk 30a. When engaged, the outer piston 56 progressively compresses the outer clutch driving disks 30 and driven disks 34 together to progressively transfer driving torque from the driving disks 30 to the driven disks 32. That driving torque is thereby transmitted by the outer stack driven plates 50 to the outer output shaft spline 22 and its corresponding clutch output shaft.
Likewise, the second inner stack 14 is provided with a second inner piston 58 selectively shiftable from an unengaged position to a position engaging the end, inner driving disk 38a. The inner piston 58 progressively compresses the driving disks 38 and driven disks 42 together transferring driving torque from the driving disks 38 to the driven disks 42 and to the inner driven plate 54 and output shaft spline 24, with its attached output shaft.
The outer piston 56, in addition, separates a first outer pressure apply chamber 60 from a first outer pressure balance or compensation chamber 62. In this example, the balance chamber 62 is formed by a portion of the outer piston 56, an outer piston support wall 64 and the inner driving plate 52. A first, outer plate spring 66 is positioned in the outer balance chamber 62 engaging the outer piston 56. As illustrated in
The inner piston 58 also separates a second inner pressure apply chamber 68 from a second, inner pressure balance or compensation chamber 70. In this example, the inner balance chamber 70 is formed by a portion of the inner piston 58, an inner piston support 72 and an inner balance chamber wall 74. Positioned within the inner pressure compensation chamber 70 are one or more coil springs in a spring carrier 76. The coil springs 76 bias the inner piston 58 from a position engaging the inner clutch stack 14, to an unengaged position.
The first, outer pressure apply chamber 60 is provided with one or more seals 78 that substantially prevent the flow of fluid from the pressure apply chamber 60, while permitting the reversible movement of the piston 56 from an unengaged to a position engaging the outer disk stack 12. In this example, the seals are mounted on the first outer piston 56, and are in sealing engagement with the outer driving plate 46 and the outer piston support wall 64. The outer balance chamber 62 also is provided with one or more seals 80 that substantially prevent to flow of fluid from the balance chamber 62. Other sealing arrangements may be used depending on the specific configuration and structure of the pressure apply chamber 60 and piston 56, and the balance chamber 62.
The second, inner pressure apply chamber 68 is provided with one or more seals 82 that substantially prevent the flow of fluid from the inner, pressure apply chamber 68, while permitting the reversible movement of the second, inner piston 58 from an unengaged to a position engaging the outer disk stack 14. In this example, the seals are mounted on the second, inner piston 58, and are in sealing engagement with the inner stack driving plate 52 and the inner piston support wall 72. The inner balance chamber 70 is provided with one or more seals 84 that substantially prevent to flow of fluid from the balance chamber 62. Other sealing arrangements may be used, depending on the specific configuration and structure of the pressure apply chamber 68 and piston 58, and the balance chamber 70.
The piston 56 of the first, outer plate clutch stack is shifted from an unengaged position to a position engaging and compressing the first, outer disk stack 12 by the application of fluid pressure in the pressure apply chamber 60. The fluid pressure is supplied by an increase of fluid flow from an oil pump at the direction of a controller operating a valve as further discussed in connection with
The second inner 58 piston similarly is actuated by the supply of fluid to the second, inner pressure apply chamber 68 from the oil pump, valve and controller system. Sufficient fluid is supplied to the inner, pressure apply chamber 68 to increase the fluid pressure within the chamber overcoming the biasing force of the coil spring assembly 76. The fluid pressure is increased until the second inner piston 58 is moved into engagement with the inner disk stack pressure plate 38a, and to compress the disk stack 14 to provide the desired amount of torque transfer from the inner stack driving disks 38 to the inner stack driven disks 42.
The first 62 and second 70 balance chambers, in addition, are provided with a fluid flow sufficient to offset the pressures exerted in the outer pressure apply chamber 60 and inner pressure apply chamber 68, respectively, resulting from the centrifugal force exerted on the fluid in the pressure apply chambers 60 and 68. As the clutch 10 is rotated by the torque supplied by the engine, the acceleration of the fluid in the pressure apply chambers 60 and 68 tends to exert pressure against the pistons 56 and 58.
The pressure increases in the pressure apply chamber 60 and 68 due to centrifugal force will fluctuate depending on the rotational speed of the clutch 10, and the distance of the fluid from the clutch axis of rotation. The centrifugal force will tend to increase as the engine speed (and clutch rotation) increases and decrease as the engine speed (and clutch rotation) decreases. As discussed above, if such pressure fluctuations are unchecked, then the pistons 56 and 58 may unintentionally engage the disk stacks 12 and 14, may be subject to undesirable pressure fluctuations while operating the disk stacks, and may experience resistance to disengagement with the disk stacks.
The balance chambers 62 and 70, accordingly, are supplied with sufficient fluid to offset the pressure fluctuations in the pressure apply chambers 60 and 68 due to centrifugal forces. Because the fluids in the balance chambers 62 and 70 also are subject centrifugal forces proportionate to those exerted on the fluid in the pressure apply chambers 60 and 68, they exert pressure against the opposite side of the pistons 56 and 58 respectively. Thus, changes in the rotational speed of the clutch 10 will cause proportionate increases and decreases in pressure in both the pressure apply chambers 60 and 68, and their respective balance chambers 62 and 70. By maintaining a sufficient amount of fluid in each balance chamber 62 and 70, the fluid pressures caused by centrifugal forces in the pressure apply chambers 60 and 68 can be offset by the fluid pressures induced in the balance chambers 62 and 70.
In the example shown
A plurality of roller bearings 92 are provided between the second inner driven plate 54 and the support hub 86; between the driven plate 54 and the first, driven plate 50; and between the outer housing 20 and the outer stack driven plate 50. These roller bearings 92 permit the rotation of the driven plates 50 and 54 relative to each other, relative to the clutch hub 48, and relative to the support hub 86 and the outer housing 20. In some aspects of the invention, the roller bearings 92 also may serve as seals to prevent substantial fluid leakage from the clutch.
The fluid flow for the pressure apply chambers 60 and 68, the balance chambers 62 and 70, and cooling and lubrication paths flow from a supply channel 94 that is in communication with an oil pump, valve and controller system. The fluid flows through the distribution sleeve 88 and through a one or more fluid channels in the distribution sleeve 88. The channels include openings in communication with ports in the clutch hub 48 for the supply of fluid to the pressure and balance chambers.
For example, the sleeve 88 is provided with a channel having an opening to port 100 in communication with the first pressure applying chamber 60. Similarly the sleeve 88, is provided with channels having openings in communication with port 104 to the second pressure apply chamber 68, and with openings to ports 102 and 106 to the balance chambers 62 and 70, respectively. The fluid distribution sleeve 88 further includes an opening 108, typically at a distal end of the sleeve 88, for the flow of fluid to cooling and lubrication paths and specifically to those for clutch stacks 12 and 14. The fluid distribution sleeve 88 may define other fluid paths and alternative fluid channels depending on the specific application.
Based on the controller programing, and input from the operator and vehicle, the controller directs the pump 112 to increase or decrease the fluid flow, and directs the valves 114 to open or close as appropriate for the desired operation of the clutch 10. In the example shown in
As shown in
As shown in
By opening and closing the valves 114a and 114b, the controller may selectively, partially and/or fully engage of the disk stacks 12 and 14 as needed to provide for the smooth transition between gear shifts. In one aspect, this smooth transition is accomplished by pre-engaging the next desired gear in the gear box with the appropriate clutch output shaft. When a gear shift is desired, the fully engaged clutch stack is gradually disengaged by a reduction in fluid pressure to its respective pressure apply chamber. The fluid pressure to the other clutch stack is increased, in sequence or simultaneously, until the required driving and driven disks are fully engaged completing the shift to the next, preselected gear.
As also illustrated in
In this example, the lubrication and cooling flow paths 124 extend through openings 126 in the inner driven plate 54 and the inner driven plate support 44; through and around the second, inner plate stack 14; and through openings 128 in the inner driving plate support 40 and the inner driving disk plate 52. The lubrication and cooling flow paths 124 also extend through the openings 130 in the outer disk driven plate 50 and outer driven disk support 36; through and around the disk stack 12; and through openings in the outer driving disk support 32 and the outer driving plate 46. The continuous flow of the fluid through the lubrication and cooling paths, returning to the fluid reservoir, assisting in the efficient and durable operation of the clutch 10.
As shown in
a and 8b show an end portion 88a of the fluid supply sleeve 88 providing openings from the fluid supply channels 116, 118, 120 and 122 to the respective ports 100, 102, 104, 106, as well as the outlet 108 to the lubrication and cooling paths. As shown in
The sleeve end portion 88a also is provided with an opening 140 to the high capacity lubricant and coolant channel 120 as shown in
The sleeve end portion 88a further is provided with an opening 142 to the channel 122 supplying a fluid flow to the balance chambers 62 and 70, as well as the lubrication and cooling paths 124. In this example, the opening 142 is located in the upper portion of the sleeve 88, and is sized to permit the simultaneous flow of fluid into both ports 102 and 106 to balance chambers 62 and 70. The opening 142 similarly is sized to receive a fluid flow from the balance chambers 62 and 70 through the ports 102 and 106 when the pistons 56 and 58 are actuated reducing the volume of the balance chambers 62 and 70. The opening 142, in addition, is sized to provide a flow of fluid through the port 108b to the lubrication and cooling paths 142.
The flow through port 108b is restricted by the choke or throttle 134 to maintain a predetermined amount of fluid in the channel 122 and predetermined fluid flow to the balance chamber 62 and 70. When the fluid flow through the channel 122 exceeds this predetermined level due to input from the oil pump 112 or fluid flow from the balance chambers 62 and 70, the fluid passes over the choke 134 and through the port 108b into the lubrication and cooling paths 142.
As shown in
The low pressure supply conduit 144 is located near the end of the opening 142 on the upper portion of the sleeve 88, and extends around the circumference of the sleeve to the low pressure balance chamber supply opening 146. The low pressure supply conduit 144, in addition, is located proximate the choke 134 to assist directing fluid into the supply conduit 144. Thus, when the fluid flow through the channel 122 is at a low rate or pressure, the choke 134 and action of gravity directs a flow of fluid into the low pressure supply conduit 144. The fluid is thereby directed to the low pressure balance channel opening 146 and is delivered to the portion of the ports 102 and 106 adjacent to the opening 146, and there through to the balance chambers 62 and 70.
Because the low pressure balance channel supply opening 146 is stationary, and below the opening 142, a fluid flow can be maintained to the balance chambers 62 and 70 even under low pressure/flow conditions where sufficient fluid flow cannot be maintained through the opening 142. While the explanation for the difference in flow rates through the opening 142 and 146 is not necessary to the invention, it is believed that this efficiency is due to the required upward flow through the opening 142 that is restrained by gravity (as well as the opening size and viscosity of the fluid), and the assist provided by gravity for the fluid flow through the supply conduit 144 and flow from the low pressure opening 146.
Thus, in this aspect of the invention, the flow of fluid through the low pressure supply conduit 144 and out of the opening 146 ensures an adequate flow rate to the balance chambers 62 and 70, which is reinforced by the choke 134 at the end of the upper opening 142. Accordingly, this aspect of the invention can provide a flow of fluid to the balance chambers under flow rates and conditions that would preclude the effective fluid flow solely through the upper opening 142.
The channel openings 136, 138, 140, 142 and 146, in addition, are disposed circumferentially around the sleeve portion 88a, and may be staggered in different positions relative to the end of sleeve 88 to permit an effective sealing engagement with the ports 100, 102, 104, and 106. The openings 136, 138, 140, 142 and 146 further are sized to provide the desired maximum flow rate to their respective pressure and balance chambers.
The operation and benefits of the combined use of the upper opening, 142, choke 134, low pressure supply conduit 144 and low pressure opening 146 is illustrated in the example shown in
Moreover, the upper opening 142, the low pressure supply conduit 144 and low pressure supply opening 146 can retain sufficient fluid as a supply reservoir to the balance chambers 62 and 70 when the fluid flow rate from the pump is interrupted or stopped. Thus, the feed of this retained fluid through the low pressure opening 146 can ensure that sufficient fluid is available to the balance chambers 62 and 70 to effectively offset the effect of centrifugal forces on the pistons 56 and 58 under those conditions as discussed above.
The coordinated of fluid flow through balance chamber channel 122 and supply openings 142 and 146, the high capacity channel 120, and the port 108a can provide increased efficiencies in the operation of the clutch. Because the fluid supply to the balance chambers 62 and 70 may be maintained at low rates and/or pressures, the drag torque due to excess fluid flow and retention in the clutch 10 may be minimized without comprising the operation of the clutch 10. Furthermore, the capacity to maintain sufficient fluid flow to the balance chambers 62 and 70, while reducing excesses or surges, reduces the opportunity for under compensating for the effect of centrifugal forces on the pistons 56 and 58 due to inadequate fluid levels in the balance chambers 62 and 70, or overfilling the balance chambers 62 and 70 and thereby exerting undesired and interfering pressure on the pistons 56 and 58.
The graph shown in
In other aspects of the invention, the above described fluid delivery and management system may be adapted for use in dual clutch systems with clutch stacks disposed in a parallel relation, or in dual clutch designs of other configurations. In still other aspects of the invention, the low pressure fluid conduit 144 and low pressure opening 146 may be placed in a variety of locations along the supply channel 122 where the low pressure opening 146 is operatively associated with ports and to the balance chambers.
While the invention has been described by reference to certain specific descriptive examples which illustrate preferred materials and conditions, it is understood that the invention is not limited thereto. Rather all alternatives, modifications and equivalents within the scope of the invention so described are considered to be within the scope of the appended claims.
| Number | Date | Country | |
|---|---|---|---|
| 60507432 | Sep 2003 | US |
