CN100453839C - Dual clutch engine coupling damper - Google Patents
Dual clutch engine coupling damper Download PDFInfo
- Publication number
- CN100453839C CN100453839C CNB2005101064961A CN200510106496A CN100453839C CN 100453839 C CN100453839 C CN 100453839C CN B2005101064961 A CNB2005101064961 A CN B2005101064961A CN 200510106496 A CN200510106496 A CN 200510106496A CN 100453839 C CN100453839 C CN 100453839C
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- Prior art keywords
- clutch
- engine coupling
- dual clutch
- damper
- vibration damper
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Abstract
A dual clutch engine coupling damper includes a slipping ECCC clutch in series with a plurality of damper springs, and a bypass clutch in parallel with the damper springs. The ECCC is adapted for use when the vehicle engine is running and the bypass clutch is adapted for use when the vehicle engine is being started. The dual clutch engine coupling damper incorporates a single pressure plate design adapted to actuate both the ECCC clutch and the bypass clutch. The single pressure plate design is compact and minimizes axial space requirements for the apparatus. Additionally, the components of the present invention are primarily stamped parts which may be produced in an inexpensive and efficient manner.
Description
The cross reference of related application
The application requires in the rights and interests of the U.S. Provisional Application 60/614,854 of application on September 30th, 2004, and above-mentioned application quotes in full at this as a reference.
Technical field
The present invention relates to a kind of dual clutch engine coupling damper.
Background technique
As everyone knows, in the standard vehicle drive system, between I. C. engine crankshaft and transmission device, provide a torque-converters.Usually, this torque-converters comprises that a clutch connects to form directly to drive between motor and transmission device.In addition, this torque-converters generally comprises a bumper assembly to absorb torque ripple.
Summary of the invention
Dual clutch engine coupling damper of the present invention comprises the automatically controlled converter clutch of the slip of connecting with a plurality of absorber springs (hereinafter being called ECCC), and the by-pass clutch in parallel with absorber spring.ECCC is applicable to when vehicle moves, and by-pass clutch is applicable to when vehicle motor starts.It is in 5,484,354 the U. S. Patent description to be arranged that ECCC is called " Controlled Capacity Torque Converter Clutch ControlSystem " patent No. in the name of owning together, and this patent documentation quotes in full at this as a reference.
The ability that comprises the ECCC clutch in the assembly environment identical with other motor Anknupfungskeregriff makes that the existing production collimation technique relevant with the ECCC system in the torque-converters carried out, so that improve cornering ability.Device of the present invention can adopt software calibration, and power transmission system resonance and other are disadvantageous to be forced to disturbance to avoid, so that provide good cornering ability in motor inequality fully and vehicle application.
Dual clutch engine coupling damper includes the single pressure plate design that is suitable for activating ECCC clutch and by-pass clutch.This single pressure plate designs very compact and the axial space demand of installing is reduced to minimum.In addition, parts of the present invention mainly are stamping part, this means to save cost significantly.
In one aspect of the invention, the inventive system comprises the vibration damper hub that is suitable for holding absorber spring.This vibration damper hub comprises the upper portion that is connected with by-pass clutch on it and engages the lower portion that absorber spring is arranged.
In another aspect of the present invention, the ECCC clutch is made up of carbon-based material and is beneficial to slide.
In another aspect of the present invention, by-pass clutch is made up of cellulosic-based material.
Above-mentioned feature of the present invention and further feature and advantage can draw at an easy rate from the detailed description to being used for implementing best mode of the present invention of following joint accompanying drawing.
Description of drawings
Fig. 1 be dual clutch engine coupling damper schematically analyse and observe constitutional diagram;
Fig. 2 be dual clutch engine coupling damper a kind of alternative structure schematically analyse and observe constitutional diagram; With
Fig. 3 is the axonometric drawing that the part of the dual clutch engine coupling damper that substitutes of Fig. 2 is clipped.
Embodiment
With reference to the accompanying drawings, the wherein identical identical parts of reference character indication, Fig. 1 shows upper half part of dual clutch engine coupling damper 10.Should understand, dual clutch engine coupling damper 10 is substantially about main transmission axle 12 symmetries, thereby the upper half part shown in lower half portion (not shown) of vibration damper and Fig. 1 is similar.
Dual clutch engine coupling damper 10 comprises as in the patent No. that is combined in this being automatically controlled converter clutch or the ECCC14 described in 5,484,354 the U. S. Patent, and by-pass clutch 16.ECCC14 is applicable to when vehicle moves, and by-pass clutch 16 is applicable to when the vehicle motor (not shown) starts.
ECCC14 and a plurality of absorber spring 18 tandem arrangement, and by-pass clutch 16 is arranged in parallel with absorber spring 18.Being connected in parallel between by-pass clutch 16 and the absorber spring 18 makes that by-pass clutch 16 can bypass absorber spring 18, thereby when vehicle starts, forms between motor and transmission device (not shown) and be rigidly connected.Being connected in series between ECCC14 and the absorber spring 18 is bonded on absorber spring 18 in the connection between motor and the transmission device, thereby partially absorbs any torque peak and comparatively level and smooth powertrain operation is provided.ECCC14 preferably is made up of carbon-based material, slides so that help.By-pass clutch 16 preferably is made up of the cellulosic-based material with higher coefficient of friction, thereby makes by-pass clutch 16 start under lower engagement cavity (apply chamber) pressure, and sealing is provided.
Dual clutch engine coupling damper 10 also comprises and is suitable for the pressure plate 20 that not only activates ECCC14 but also activate by-pass clutch 16.Should understand, provide independent one to be used for the pressure plate 20 that not only activates ECCC14 but also activate by-pass clutch 16, make engine coupling damper 10 have more compact design, so engine coupling damper 10 have minimal axial space demand.Pressure plate 20 preferably includes and is suitable for the edge part 20a that makes by-pass clutch 16 be easy to engage. Engagement cavity 22 and 24 is arranged on the two opposite sides of pressure plate 20, and is suitable for activating ECCC14 and by-pass clutch 16, will describe in detail this hereinafter.
When vehicle starts, and the by-pass clutch 16 that absorber spring 18 is arranged in parallel provides firm mechanical connection between motor and transmission device.Yet, well-known, in the time of engine running, periodically produce disadvantageous pulse or torque peak.Therefore, ECCC14 and absorber spring 18 tandem arrangement, thus make that in the process of operation, at least a portion of engine torque peak value can be absorbed by absorber spring 18 arbitrarily.In addition, ECCC14 is suitable for further absorbing by controlled slip the part of engine torque peak value.In other words, ECCC14 can be programmed control with the required amount of sliding, thereby prevents that the engine torque peak value from passing to transmission device.
Dual clutch engine coupling damper 10 comprises first casing member 34 and second casing member 36.ECCC14 and by-pass clutch 16 are preferably by electronic hydraulic control system (not shown) control.Therefore, the actuating of ECCC14 and by-pass clutch 16 can be controlled by the pressure of regulating in the engagement cavity 22 and 24.Or rather, if the pressure in the engagement cavity 22 surpasses the pressure in the engagement cavity 24, the right side seen from Fig. 1 of pressure plate 20 moves to the left side so, thereby makes ECCC14 engage with casing member 36.If the pressure in the engagement cavity 24 surpasses the pressure in the engagement cavity 22, the left side seen from Fig. 1 of pressure plate 20 moves to the right side so, enters with casing member 34 and engages thereby make the edge part 20a of pressure plate 20 promote by-pass clutch 16.
Dual clutch engine coupling damper 10 selectively comprises spring retainer 30 and adjusts ring 32.Spring retainer 30 preferably is fixedly mounted on the pressure plate 20 with for example rivet 31.Should understand, spring retainer 30 can selectively adopt any other conventional mode to be installed on the pressure plate 20.Spring retainer 30 formation dimples or cavity are to hold absorber spring 18.Therefore, when absorber spring 18 was compressed, spring retainer 30 can be used to prevent its displacement in the process that activates ECCC14.Spring retainer 30 preferably comprises Hardened Steel, so that the wearing and tearing that opposing causes by contacting with absorber spring 18.Adjust ring 32 and on the radial outside part 26a of vibration damper hub 26, increase predetermined quality.As known in the art, engine coupling damper can produce inertia by using to adjust ring as adjust ring 32, thus by " adjustments " with reduction noise and/or vibration.
Fig. 2 shows a kind of interchangeable embodiment of the present invention, comprises upper half part of dual clutch engine coupling damper 50.Should understand, dual clutch engine coupling damper 50 is substantially about main transmission axle 52 symmetries, thereby the upper half part shown in lower half portion (not shown) of vibration damper and Fig. 2 is similar.
Dual clutch engine coupling damper 50 has ECCC54 and by-pass clutch 56.ECCC clutch 54 and a plurality of absorber spring 58 tandem arrangement, and by-pass clutch 56 is arranged in parallel with absorber spring 58.ECCC54 preferably is made up of carbon-based material, slides so that help.By-pass clutch 56 preferably is made up of the cellulosic-based material with higher coefficient of friction, thereby makes by-pass clutch 56 start under lower engagement cavity pressure, and sealing is provided.
Dual clutch engine coupling damper 50 also comprises and is suitable for the pressure plate 60 that not only activates ECCC54 but also activate by-pass clutch 56.Should understand, provide independent one to be used for the pressure plate 60 that not only activates ECCC54 but also activate by-pass clutch 56, make engine coupling damper 50 have more compact design, so engine coupling damper 50 have minimal axial space demand.Engagement cavity 62 and 64 is arranged on the two opposite sides of pressure plate 60, and is suitable for activating ECCC54 and by-pass clutch 56, will describe in detail this hereinafter.
As hereinbefore to dual clutch engine coupling damper 10 (being presented among Fig. 1) described, when vehicle starts, and the by-pass clutch 56 that absorber spring 58 is arranged in parallel provides firm mechanical connection between motor and transmission device.ECCC54 and absorber spring 58 tandem arrangement, thus make that in the process of operation, at least a portion of engine torque peak value can be absorbed by absorber spring 58 arbitrarily.In addition, ECCC54 is suitable for further absorbing the part of engine torque peak value by with the top mode controlled slip of ECCC14 (being presented among Fig. 1) having been described in detail.
Dual clutch engine coupling damper 50 comprises first casing member 74 and second casing member 72.ECCC54 and by-pass clutch 56 are preferably by electronic hydraulic control system (not shown) control.Therefore, the actuating of ECCC54 and by-pass clutch 56 can be controlled by the pressure of regulating in the engagement cavity 62 and 64.Or rather, if the pressure in the engagement cavity 64 surpasses the pressure in the engagement cavity 62, the right side seen from Fig. 2 of pressure plate 60 moves to the left side so, thereby makes ECCC54 engage with casing member 72.If the pressure in the engagement cavity 62 surpasses the pressure in the engagement cavity 64, the left side seen from Fig. 2 of pressure plate 60 moves to the right side so, thereby makes external lateral portion 66a that pressure plate 60 promotes vibration damper hubs 66 enter with casing member 74 and engage to drive by-pass clutch 56.
Dual clutch engine coupling damper 50 selectively comprises the spring retainer 70 that is suitable for keeping absorber spring 58.Spring retainer 70 preferably is fixedly mounted on the pressure plate 60 with for example rivet 71.Should understand, spring retainer 70 can selectively adopt any other conventional mode to be installed on the pressure plate 60.Spring retainer 70 formation dimples or cavity are to hold absorber spring 58.Therefore, in the process that activates ECCC54, when absorber spring 58 was compressed, spring retainer 70 can be used to prevent its displacement.Spring retainer 70 preferably comprises Hardened Steel, so that the wearing and tearing that opposing causes by contacting with absorber spring 58.
With reference to figure 3, the axonometric drawing that the part of demonstration dual clutch engine coupling damper 50 is clipped among the figure.As shown in the figure, absorber spring 58 is limited by vibration damper hub 66, and by-pass clutch 56 is installed on the described vibration damper hub 66.Therefore, the joint of by-pass clutch 56 has been set up a kind of mechanical connection, and this mechanical connection allows energy to enter the transmission device (not shown) from the motor (not shown) by casing member 74 (being presented at Fig. 2), by-pass clutch 56, vibration damper hub 66, transmission device axle 52 (being presented among Fig. 2) transmission.Adopt this mode, just between motor and transmission device, set up when absorber spring 58 does not engage and be rigidly connected.
The joint of ECCC54 (being presented among Fig. 2) has been set up a kind of mechanical connection, and this mechanical connection allows energy to enter the transmission device (not shown) from the motor (not shown) by casing member 72 and 74, ECCC54, pressure plate 60, spring retainer 70, absorber spring 58, vibration damper hub 66, transmission device axle 52 (being presented at Fig. 2) transmission.Therefore, when ECCC54 engaged, absorber spring 58 was compressed between spring retainer 70 and vibration damper hub 66.Adopt this mode, the compression of absorber spring 58 is used to weaken or absorb at least a portion of any torque peak in the ECCC engaging process, and more level and smooth vehicle operating is provided thus.
Be used to implement best mode of the present invention although described in detail, however be familiar with those skilled in the relevant art of the present invention will admit in appended claim scope, be used to implement various interchangeable design of the present invention and mode of execution.
Claims (20)
1. dual clutch engine coupling damper comprises:
A plurality of absorber springs;
Automatically controlled converter clutch with described a plurality of absorber spring tandem arrangement;
The by-pass clutch that is arranged in parallel with described a plurality of absorber springs; And
Be suitable for activating the pressure plate of described automatically controlled converter clutch and described by-pass clutch.
2. dual clutch engine coupling damper as claimed in claim 1 also comprises first and second engagement cavities on the two opposite sides that is arranged in described pressure plate.
3. dual clutch engine coupling damper as claimed in claim 1 also comprises the spring retainer that is installed on the described pressure plate, and described spring retainer is suitable for keeping described a plurality of absorber spring.
4. dual clutch engine coupling damper as claimed in claim 3, also comprise the vibration damper hub, described by-pass clutch is installed on this vibration damper hub, and when engaging described automatically controlled converter clutch, described vibration damper hub is suitable for compressing described a plurality of absorber spring.
5. dual clutch engine coupling damper as claimed in claim 4 is characterized in that, described vibration damper hub is a stamping part.
6. dual clutch engine coupling damper as claimed in claim 5 is characterized in that, at least a portion vibration damper hub comprises Hardened Steel.
7. dual clutch engine coupling damper as claimed in claim 1 is characterized in that, described automatically controlled converter clutch comprises carbon-based material and is beneficial to slide.
8. dual clutch engine coupling damper as claimed in claim 1 is characterized in that described by-pass clutch comprises cellulosic-based material.
9. dual clutch engine coupling damper as claimed in claim 1 comprises:
The vibration damper hub, described a plurality of absorber springs are engaged in the vibration damper hub,
By-pass clutch is installed on the described vibration damper hub.
10. dual clutch engine coupling damper as claimed in claim 9 also comprises first and second engagement cavities on the two opposite sides that is arranged in described pressure plate.
11. dual clutch engine coupling damper as claimed in claim 10 also comprises the spring retainer that is installed on the described pressure plate, described spring retainer is suitable for keeping described a plurality of absorber spring.
12. dual clutch engine coupling damper as claimed in claim 11 is characterized in that, described vibration damper hub comprises the upper portion that described by-pass clutch is installed on it and engages the lower portion that described absorber spring is arranged.
13. dual clutch engine coupling damper as claimed in claim 12 is characterized in that, described vibration damper hub is a stamping part.
14. dual clutch engine coupling damper as claimed in claim 13 is characterized in that, at least a portion vibration damper hub comprises Hardened Steel.
15. dual clutch engine coupling damper as claimed in claim 10 is characterized in that, described automatically controlled converter clutch comprises carbon-based material and is beneficial to slide.
16. dual clutch engine coupling damper as claimed in claim 10 is characterized in that, described by-pass clutch comprises cellulosic-based material.
17. dual clutch engine coupling damper as claimed in claim 1 comprises:
The vibration damper hub that comprises radial outside part and inside part;
Described a plurality of absorber spring is engaged in the inside part of described vibration damper hub;
Described by-pass clutch is installed on the external lateral portion of described vibration damper hub;
Be installed in the spring retainer on the described pressure plate, described spring retainer is suitable for keeping described a plurality of absorber spring; With
Be arranged in first and second engagement cavities on the two opposite sides of described pressure plate.
18. dual clutch engine coupling damper as claimed in claim 17 is characterized in that, described automatically controlled converter clutch comprises carbon-based material and is beneficial to slide.
19. dual clutch engine coupling damper as claimed in claim 18 is characterized in that, described by-pass clutch comprises cellulosic-based material.
20. dual clutch engine coupling damper as claimed in claim 17 is characterized in that, described vibration damper hub is a stamping part.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US61485404P | 2004-09-30 | 2004-09-30 | |
| US60/614854 | 2004-09-30 | ||
| US11/197125 | 2005-08-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1760562A CN1760562A (en) | 2006-04-19 |
| CN100453839C true CN100453839C (en) | 2009-01-21 |
Family
ID=36706744
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005101064961A Expired - Fee Related CN100453839C (en) | 2004-09-30 | 2005-09-30 | Dual clutch engine coupling damper |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN100453839C (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7980340B2 (en) * | 2007-12-27 | 2011-07-19 | Byd Co. Ltd. | Hybrid vehicle having power assembly arranged transversely in engine compartment |
| DE102012221483A1 (en) * | 2011-12-13 | 2013-06-13 | Schaeffler Technologies AG & Co. KG | Dual clutch gear box for powertrain in motor car, has partial gear box parts coupled with drive shaft and comprising rotatable elements temporarily coupled with one another by friction device that provides frictional contact |
| KR102030682B1 (en) * | 2012-10-04 | 2019-10-10 | 섀플러 테크놀로지스 아게 운트 코. 카게 | Turbine piston thrust path |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4333552A (en) * | 1980-05-27 | 1982-06-08 | Borg-Warner Corporation | Hydraulic pressure relief valve |
| US5361880A (en) * | 1993-09-22 | 1994-11-08 | Eaton Corporation | Viscous converter clutch with O-slip capability |
| US5788034A (en) * | 1995-04-17 | 1998-08-04 | Aisin Aw Co., Ltd. | Lockup clutch for a torque converter and method of thermally treating a lockup clutch piston |
| US20010006136A1 (en) * | 1996-07-18 | 2001-07-05 | Denis Menard | Friction liner having a network of grooves, for a clutch |
| US20020074200A1 (en) * | 2000-12-14 | 2002-06-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Hydraulic torque converter |
-
2005
- 2005-09-30 CN CNB2005101064961A patent/CN100453839C/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4333552A (en) * | 1980-05-27 | 1982-06-08 | Borg-Warner Corporation | Hydraulic pressure relief valve |
| US5361880A (en) * | 1993-09-22 | 1994-11-08 | Eaton Corporation | Viscous converter clutch with O-slip capability |
| US5788034A (en) * | 1995-04-17 | 1998-08-04 | Aisin Aw Co., Ltd. | Lockup clutch for a torque converter and method of thermally treating a lockup clutch piston |
| US20010006136A1 (en) * | 1996-07-18 | 2001-07-05 | Denis Menard | Friction liner having a network of grooves, for a clutch |
| US20020074200A1 (en) * | 2000-12-14 | 2002-06-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Hydraulic torque converter |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1760562A (en) | 2006-04-19 |
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| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| ASS | Succession or assignment of patent right |
Owner name: GM GLOBAL TECHNOLOGY OPERATION Free format text: FORMER OWNER: GENERAL AUTOMOBILE INC Effective date: 20060616 |
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| C41 | Transfer of patent application or patent right or utility model | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20060616 Address after: Michigan Applicant after: GM Global Technology Operations, Inc. Address before: Michigan Applicant before: General Motors Corp. |
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| C14 | Grant of patent or utility model | ||
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20090121 Termination date: 20120930 |