A new wet clutch plate oil groove structure

Abstract

This utility model discloses a novel oil groove structure for a wet clutch friction plate, relating to the field of clutch friction plate technology. It includes an annular core plate and a friction strip, with splines on the inner circle of the annular core plate. This utility model employs the above structure, and by setting the splines on the inner circle of the annular core plate, the connecting oil groove, the oil draining component, and the gap dividing component, multiple structures can work synergistically during use. The splines ensure stable positioning of the friction plate, the connecting oil groove accelerates the flow of lubricating oil, the oil draining component reduces the amount of lubricating oil remaining in the gap, and the gap dividing component subdivides the gap and guides the flow of lubricating oil. These structures together allow the lubricating oil to flow quickly and with controllable volume in a non-engaged state, thereby reducing the shearing effect of the lubricating oil film and lowering the drag torque. This solves the problem of increased drag torque caused by narrowing gaps in the prior art. Simultaneously, the lubricating oil circulation path can also carry away some frictional heat, laying the foundation for improved heat dissipation.

Description

Technical Field

[0001] This utility model belongs to the field of clutch friction plate technology, and specifically relates to a novel wet clutch friction plate oil groove structure. Background Technology

[0002] Driven by both the global energy crisis and growing environmental awareness, the automotive industry’s demand for low-fuel-consumption technologies has become one of the core directions for industry development. As a key component of the automotive powertrain system, the transmission efficiency of automatic transmissions directly affects the fuel economy of the entire vehicle. Among these, optimizing the power loss of the clutch in the non-engaged state has become an important breakthrough direction for improving the energy efficiency of automatic transmissions.

[0003] The power loss during the non-engaged phase of the clutch mainly originates from the drag torque between the friction plates and the steel plates. This torque is generated by the shearing action of the lubricating oil film between the two friction pairs and the surface contact friction. To reduce this power loss, the industry has long been committed to reducing frictional resistance by optimizing the friction material formula and improving the performance of lubricating oil. However, with the continuous upgrading of vehicle fuel efficiency standards, higher requirements have been placed on the control precision of drag torque. Traditional technical solutions are gradually becoming unable to meet the energy efficiency indicators of the new generation of transmissions. At the same time, consumers' demand for vehicle power performance continues to increase, specifically in terms of higher expectations for transmission responsiveness. This means that the transmission is required to quickly switch power transmission during gear shifts to reduce shift lag and improve driving control. To achieve this goal, in recent years, the industry has seen a trend towards reducing the assembly gap between the friction plates and the steel plates: a smaller gap can shorten the travel when the clutch engages, significantly improve the shift response speed, and thus optimize power performance while ensuring fuel efficiency.

[0004] However, this technological improvement has led to new technical contradictions: on the one hand, the reduced clearance results in a significant reduction in the thickness of the lubricating oil film between the friction plates and the steel plates in the non-engaged state, and a significant increase in the shear stress of the oil film. Consequently, the drag torque in the idling state tends to increase, which conflicts with the core requirement of reducing power loss. On the other hand, the thinner oil film has an adverse effect on the heat dissipation capacity of the friction pair. Under the traditional clearance, the lubricating oil can achieve efficient heat exchange through free flow. However, after the clearance is narrowed, the fluidity of the oil film decreases, and the heat generated by friction is difficult to dissipate quickly, resulting in an increase in the working temperature of the friction plates. This may not only accelerate the aging and wear of the friction materials, but also affect the engagement stability and service life of the clutch, further exacerbating the complexity of technical optimization. It is evident that the existing technology has certain defects and shortcomings, and therefore, it needs to be improved and designed. Utility Model Content

[0005] In view of the problems mentioned in the background art, the purpose of this utility model is to provide a novel wet clutch friction plate oil groove structure to solve the problems raised in the background art.

[0006] The above-mentioned technical objective of this utility model is achieved through the following technical solution:

[0007] A novel wet clutch friction plate oil groove structure includes an annular core plate and friction strips. The annular core plate has splines on its inner circle. Multiple friction strips are fixed on the front and back sides of the annular core plate in the circumferential direction. An oil groove connecting the inner and outer sections of the annular core plate is formed between adjacent friction strips in the clockwise direction. The friction strips are provided with an oil discharge assembly and a gap dividing assembly. The friction strips are composed of a composite layer.

[0008] The oil drain assembly includes a first inner oil drain groove and a second inner oil drain groove. The first and second inner oil drain grooves are respectively located at the left and right positions inside the friction strip, and both have an outward opening structure. The radial length of the first and second inner oil drain grooves is 1 / 2 or more of the radial width of the friction strip. They are the same size and shape, and the second inner oil drain groove is fixed at the mirror position of the first inner oil drain groove with the center line A as the reference. By setting the first and second inner oil drain grooves that open to the outward side, the oil introduced into the friction surface through the oil groove can be smoothly discharged to the outward side, reducing the drag torque during idling, especially in the low-speed rotation area where the reduction effect is significant.

[0009] As a preferred technical solution, the gap assembly includes a first outer gap oil groove and a second outer gap oil groove. The first and second outer gap oil grooves are disposed on the outer side of the friction strip. The first and second inner oil drain grooves are located between the inner sides of the first and second outer gap oil grooves, and both are open to the inner diameter. The first and second outer gap oil grooves are the same size and shape, and their radial lengths are both 1 / 2 or more of the radial width of the friction strip. The second outer gap oil groove is fixed at the mirror position of the first outer gap oil groove with the center line A as a reference. By setting the first and second outer gap oil grooves that open to the inner diameter, the friction plate and the partition plate can be separated, which has the effect of making the gap between the friction plate and the partition plate uniform during idling.

[0010] As a preferred technical solution, the size range of the connecting oil groove connecting the inner and outer sections of the annular core plate is 1.0~3.0mm, and the size range of the first outer dividing oil groove and the second outer dividing oil groove opening to the inner diameter in the dividing assembly is 1.0~5.0mm, and the angle is 0°~25°.

[0011] As a preferred technical solution, the size range of the first inner oil drain groove in the oil drain assembly is 1.0~5.0mm, and the angle is 0°~33°. The size range of the second inner oil drain groove in the oil drain assembly is 1.0~5.0mm, and the angle is 0°~33°.

[0012] As a preferred technical solution, the composite layer includes a base layer, which is disposed on the innermost side of the friction strip. A reinforcing layer is fixedly connected to the outer side of the base layer, an impact-resistant layer is fixedly connected to the outer side of the reinforcing layer, and a wear-resistant layer is fixedly connected to the outer side of the impact-resistant layer.

[0013] As a preferred technical solution, the base layer is a low-carbon alloy structural steel layer, and the reinforcing layer is a manganese-vanadium alloy structural steel layer.

[0014] As a preferred technical solution, the impact-resistant layer is a nickel-copper alloy layer, and the wear-resistant layer is a high-chromium cast iron alloy layer.

[0015] In summary, the present invention has the following main advantages:

[0016] First, during the application of this technical solution, by setting the spline, connecting oil groove, oil draining component and gap dividing component in the inner circle of the annular core plate, multiple structures can work together during use. The spline ensures stable positioning of the friction plate, the connecting oil groove accelerates the flow of lubricating oil, the oil draining component reduces the amount of lubricating oil in the gap, and the gap dividing component subdivides the gap and guides the flow of lubricating oil. These structures together allow the lubricating oil to flow quickly and the amount of lubricating oil to be controllable in a non-locking state, thereby reducing the shearing effect of the lubricating oil film and reducing the drag torque. This solves the problem of increased drag torque caused by the narrowing of the gap in the prior art. At the same time, the lubricating oil circulation path can also carry away some of the frictional heat, laying the foundation for improving heat dissipation.

[0017] Secondly, during the application of this technical solution, by setting up a composite layer and retaining a reduced gap design, it is possible to balance structural strength and speed change responsiveness during use. The base layer, reinforcing layer, impact-resistant layer, and wear-resistant layer of the composite layer provide support, enhance strength, absorb impact, and resist wear, respectively, ensuring that the friction plate can withstand pressure and impact in the engaged state, thus extending its service life. The reduced gap design, combined with spline positioning, allows the clutch to engage quickly and accurately, thereby achieving the effect of ensuring speed change responsiveness. This solves the problems of insufficient heat dissipation of the friction plate, easy structural damage, and difficulty in balancing speed change responsiveness with other performance in the prior art, achieving a synergistic improvement of multiple performance aspects. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0019] Figure 2 This is a partially enlarged structural schematic diagram of the present invention;

[0020] Figure 3 This is a schematic diagram of the friction strip and composite layer structure of this utility model;

[0021] Figure 4 This is a utility model.

[0022] Reference numerals: 1. Annular core plate; 2. Friction strip; 3. Second outer gap oil groove; 4. First outer gap oil groove; 5. First inner drain oil groove; 6. Second inner drain oil groove; 7. Connecting oil groove; 8. Spline; 9. Composite layer; 91. Base layer; 92. Reinforcing layer; 93. Impact resistant layer; 94. Wear resistant layer. Detailed Implementation

[0023] Example

[0024] refer to Figures 1 to 4 This embodiment of a novel wet clutch friction plate oil groove structure includes an annular core plate 1 and friction strips 2. The annular core plate 1 is provided with splines 8 on its inner circle. Multiple friction strips 2 are fixed on the front and back surfaces of the annular core plate 1 in the circumferential direction. A connecting oil groove 7 is formed between adjacent friction strips 2 in the clockwise direction, connecting the inner and outer sections of the annular core plate 1. The friction strips 2 are provided with an oil discharge assembly and a gap dividing assembly. The friction strips 2 are composed of a composite layer 9.

[0025] The oil draining assembly includes a first inner oil draining groove 5 and a second inner oil draining groove 6. The first inner oil draining groove 5 and the second inner oil draining groove 6 are respectively located at two positions on the left and right sides of the inner side of the friction strip 2, and both have an outward opening structure. The radial length of the first inner oil draining groove 5 and the second inner oil draining groove 6 is 1 / 2 or more of the radial width of the friction strip 2. They are identical in size and shape, and the second inner oil draining groove 6 is centered on the center line A. The first inner oil drain groove 5 is fixed at a mirror position as a reference. By setting the first inner oil drain groove 5 and the second inner oil drain groove 6 that open to the outer diameter side, the oil introduced into the friction surface by the connecting oil groove 7 can be smoothly discharged to the outer diameter side, reducing the drag torque during idling, especially in the low-speed rotation area. The size range of the connecting oil groove 7 connecting the inner and outer sections of the annular core plate 1 is 1.0~3.0mm. The size range of the first outer gap oil groove 4 and the second outer gap oil groove 3 that open to the inner diameter in the gap assembly is 1.0~5.0mm, and the angle is 0°~25°. The size range of the first inner oil drain groove 5 in the oil drain assembly is 1.0~5.0mm, and the angle is 0°~33°. The size range of the second inner oil drain groove 6 in the oil drain assembly is 1.0~5.0mm, and the angle is 0°~33°.

[0026] refer to Figures 1-2The gap assembly includes a first outer gap oil groove 4 and a second outer gap oil groove 3, which are disposed on the outside of the friction strip 2. A first inner oil drain groove 5 and a second inner oil drain groove 6 are located between the inner sides of the first outer gap oil groove 4 and the second outer gap oil groove 3, and both are open structures to the inner diameter. The first outer gap oil groove 4 and the second outer gap oil groove 3 are the same size and shape, and their radial lengths are both 1 / 2 or more of the radial width of the friction strip 2. The second outer gap oil groove 3 is centered on the center line A. The reference is fixed at the mirror position of the first outer gap oil groove 4; by setting the first outer gap oil groove 4 and the second outer gap oil groove 3 that open to the inner diameter side, it can separate the friction plate and the partition plate, and has the effect of making the gap between the friction plate and the partition plate uniform during idling. During the application of this device, by setting the first outer gap oil groove 4 and the second outer gap oil groove 3 that open to the inner diameter, and the first outer gap oil groove 4 and the second outer gap oil groove 3 are the same size and shape; the radial length of both is 1 / 2 or more of the radial width of the friction strip 2; the second outer gap oil groove 3 is centered on the center line A. The reference is fixed at the mirror position of the first outer gap oil groove 4; so that when the lubricating oil enters the gap between the friction plate and the partition and comes into contact with the two gap oil grooves during use, the structure with the opening to the inner diameter can guide the lubricating oil to flow in the oil grooves; at the same time, because the two oil grooves are mirror-distributed and have uniform size and specifications, the pressure formed by the lubricating oil in the two oil grooves tends to be balanced. This balanced pressure acts between the friction plate and the partition, which can generate a force that separates the friction plate and the partition, avoiding local contact or uneven gap between the friction plate and the partition when idling, and thus keeping the gap between the friction plate and the partition uniform during idling, ensuring that the lubricating oil film is evenly distributed in the gap, and providing favorable conditions for subsequent stable operation.

[0027] refer to Figures 3-4The composite layer 9 includes a base layer 91, which is located on the innermost side of the friction strip 2. A reinforcing layer 92 is fixedly connected to the outer side of the base layer 91. An impact-resistant layer 93 is fixedly connected to the outer side of the reinforcing layer 92, and a wear-resistant layer 94 is fixedly connected to the outer side of the impact-resistant layer 93. The base layer 91 is made of low-carbon alloy structural steel, the reinforcing layer 92 is made of manganese-vanadium alloy structural steel, the impact-resistant layer 93 is made of nickel-copper alloy, and the wear-resistant layer 94 is made of high-chromium cast iron alloy. During the application of this device, by setting up the composite layer 9 composed of the base layer 91, the reinforcing layer 92, the impact-resistant layer 93, and the wear-resistant layer 94, and with the base layer 91 being a low-carbon alloy structural steel layer, the reinforcing layer 92 being a manganese-vanadium alloy structural steel layer, the impact-resistant layer 93 being a nickel-copper alloy layer, and the wear-resistant layer 94 being a high-chromium cast iron alloy layer, the base layer 91, as the inner basic structure of the friction strip 2, bears the friction due to the characteristics of the low-carbon alloy structural steel. The friction strip 2 is subjected to basic stress during operation, providing stable support for the entire composite layer 9. The reinforcing layer 92 is connected to the outside of the base layer 91. The high strength of the manganese vanadium alloy structural steel can enhance the structural strength of the base layer 91, preventing deformation or damage to the friction strip 2 during stress. The impact-resistant layer 93 is located outside the reinforcing layer 92. The nickel-copper alloy has good toughness and impact resistance, absorbing the impact energy received by the friction strip 2 during operation and reducing the impact on the overall structure of the friction strip 2. The wear-resistant layer 94 is located on the outermost side of the composite layer 9. The high hardness and wear resistance of the high-chromium cast iron alloy can directly resist the wear of the friction strip 2 during operation, reducing surface wear. Each layer works synergistically based on its own material characteristics, ensuring the structural stability and impact resistance of the friction strip 2, improving its wear resistance, extending its service life, and ensuring that the friction strip 2 continues to function stably in long-term use.

[0028] Operating principle and advantages: During the application of this device, when the automatic transmission is in a non-engaged state such as idling or shifting, the lubricating oil first enters the gap between the annular core plate 1 and the steel sheet. At this time, the spline 8 on the inner circle of the annular core plate 1 cooperates with the relevant components of the transmission to ensure the positioning of the friction plate in the circumferential direction and prevent the friction plate from radially shifting under the action of lubricating oil. By setting the spline 8, the subsequent lubricating oil can flow orderly along the preset path, while ensuring that the friction plate always maintains structural stability in the non-engaged state. After the lubricating oil enters the gap, part of it flows along the connecting oil groove 7 formed between adjacent friction strips 2 in a clockwise direction. The connecting oil groove 7 realizes the connection between the inner and outer sections. This interconnected design allows lubricating oil to flow rapidly between the inner and outer sides of the annular core plate 1, achieving initial uniform distribution of lubricating oil between the friction plates and steel plates. This reduces the amount of lubricating oil remaining in the gap, providing favorable conditions for subsequently reducing drag torque. Subsequently, the lubricating oil contacts the oil drain assembly and the gap-splitting assembly on the friction strip 2. The first inner oil drain groove 5 and the second inner oil drain groove 6 of the oil drain assembly are both outward-opening structures. Under the pressure of the lubricating oil, some of the lubricating oil is discharged outward through these two drain grooves, further reducing the amount of lubricating oil remaining between the friction plates and steel plates. The first outer gap-splitting oil groove 4 and the second outer gap-splitting oil groove 3 of the gap-splitting assembly are outward-opening structures. The inner diameter opening structure allows residual lubricating oil to enter the two segmented oil grooves, further subdividing the gap between the friction plate and the steel plate. This results in a more uniform oil film within the gap, and the inner diameter opening guides the lubricating oil to flow towards the inner side of the annular core plate 1, forming a circulation path for the lubricating oil together with the connecting oil groove 7. This circulation path not only keeps the oil film thickness uniform and controllable, preventing excessive oil film thickness from increasing shear stress, but also allows the lubricating oil to flow continuously, carrying away some of the heat generated by friction. During this process, the friction strip 2 is composed of a composite layer 9, which consists of a base layer 91, a reinforcing layer 92, an impact-resistant layer 93, and a wear-resistant layer 94 from the inside out. 1 serves as the basic support structure for the friction strip 2, bearing the basic stress during the flow and friction of lubricating oil; the reinforcing layer 92 enhances the structural strength of the base layer 91, preventing the friction strip 2 from deforming under the pressure and circulation of lubricating oil; the impact-resistant layer 93 absorbs the impact energy generated on the friction strip 2 during the flow of lubricating oil, reducing the damage to the structure of the friction strip 2; the wear-resistant layer 94 is in direct contact with the lubricating oil, resisting wear during the flow and friction of lubricating oil, extending the service life of the friction strip 2. Through the synergistic effect of each layer of the composite layer 9, it ensures that the friction strip 2 has sufficient structural strength and durability in the non-locking state, avoiding the impact of structural damage on the flow and distribution of lubricating oil;

[0029] When the automatic transmission needs power transmission and enters the clutch engagement state, the friction plates and steel plates begin to contact. At this time, the splines 8 on the inner circle of the annular core plate 1 continue to maintain the positioning of the friction plates, ensuring accurate contact between the friction plates and steel plates and preventing friction plate misalignment due to reduced clearance. This allows the friction plates and steel plates to contact quickly and accurately when the clutch engages, improving shift response efficiency. The oil drainage components on the friction strip 2 continue to function. The first inner oil drainage groove 5 and the second inner oil drainage groove 6 quickly discharge the lubricating oil squeezed out during the contact between the friction plates and steel plates to the outer diameter, preventing lubricating oil from accumulating on the contact surface and affecting the transmission of friction. The first outer gap oil groove 4 and the second outer gap oil groove 3 of the gap assembly guide the remaining small amount of lubricating oil in the contact area to the inner diameter direction, further reducing the amount of lubricating oil on the contact surface and ensuring effective contact between the friction plates and steel plates. This high efficiency... The oil drainage and guiding design ensures stable friction between the friction plate and the steel plate during engagement, guaranteeing reliable power transmission and preventing excess lubricant from creating additional resistance at the contact surface. The various layers of composite layer 9 also play a crucial role at this stage: the base layer 91 and the reinforcing layer 92 jointly bear the pressure generated by the contact between the friction plate and the steel plate, preventing structural damage to the friction strip 2; the impact-resistant layer 93 absorbs the impact load generated at the moment of contact, preventing cracks in the friction strip 2 due to impact; the wear-resistant layer 94 directly contacts and rubs against the steel plate, resisting friction and wear, ensuring transmission stability during engagement, and reducing debris generated by friction, preventing additional damage to the friction pair. These functions enable the friction plate to withstand greater pressure and impact in the engaged state, while also possessing excellent wear resistance, extending the overall service life of the friction plate and reducing transmission failures caused by friction plate damage.

[0030] Throughout the entire switching process between non-engaged and engaged states, all components of this device maintain a coordinated working state. When lubricating oil flows within the gap, the connecting oil groove 7, the oil drain assembly, and the gap dividing assembly work together to form a complete lubricating oil flow path, ensuring that the lubricating oil can be distributed quickly and discharged in an orderly manner. Each layer of the composite layer 9 provides support, enhances strength, absorbs impact, and resists wear according to different operating conditions, ensuring that the friction strip 2 can work stably in different states. When the clutch switches from non-engaged to engaged, the spline 8 remains positioned, the oil drain assembly and the gap dividing assembly adjust the flow direction and quantity of lubricating oil in a timely manner, and the composite layer 9 specifically addresses contact pressure and frictional wear, making the entire switching process smooth and reliable. This avoids performance fluctuations caused by insufficient structural coordination and ensures stable operation of the transmission under different operating conditions. This technical solution... Through the synergistic effect of various structures, the related problems in the background technology are effectively solved. By setting up the connecting oil groove 7, the oil draining component, and the gap component, the lubricating oil can flow quickly and the quantity can be controlled in the non-clamping state, thereby reducing the shearing effect of the lubricating oil film and reducing the drag torque. At the same time, the circulation path formed by these structures allows the lubricating oil to flow continuously. Combined with the thermal conductivity of the impact-resistant layer 93 and the high-temperature resistance of the wear-resistant layer 94 in the composite layer 9, the frictional heat is effectively removed, solving the problem of insufficient heat dissipation. By retaining the design of reduced gap, and relying on the positioning effect of the spline 8 and the structural strength of the composite layer 9, the transmission response is not affected, ensuring that the clutch can make quick and accurate contact when engaged. Therefore, this technical solution achieves a synergistic improvement in fuel efficiency, power performance and heat dissipation performance, meeting the current demand for a balance of multiple performance indicators in the automotive transmission field.

[0031] The scope of protection of this application does not involve improvements to the electronic components of the device or equipment. Therefore, the working principles of each electronic component are not described in detail here. The electronic components in this application are all conventional electronic components used in the prior art. They are all conventional technical means in the prior art, and the application of the prior art is very mature. Therefore, they will not be elaborated here.

Claims

1. A novel wet clutch plate oil groove structure characterized by, It includes an annular core plate (1) and friction strips (2). The annular core plate (1) has splines (8) on its inner circle. Multiple friction strips (2) are fixed on the front and back sides of the annular core plate (1) in the circumferential direction. A connecting oil groove (7) is formed between adjacent friction strips (2) in the clockwise direction, connecting the inner and outer sections of the annular core plate (1). The friction strips (2) are provided with an oil discharge assembly and a gap dividing assembly. The friction strips (2) are composed of a composite layer (9). The oil draining assembly includes a first inner oil draining groove (5) and a second inner oil draining groove (6). The first inner oil draining groove (5) and the second inner oil draining groove (6) are respectively located at the left and right positions inside the friction strip (2), and both have an outward opening structure.

2. A novel wet clutch plate oil groove structure according to claim 1, characterized in that: The gap assembly includes a first outer gap oil groove (4) and a second outer gap oil groove (3). The first outer gap oil groove (4) and the second outer gap oil groove (3) are disposed on the outside of the friction strip (2). The first inner drain oil groove (5) and the second inner drain oil groove (6) are located between the inner sides of the first outer gap oil groove (4) and the second outer gap oil groove (3), and both are open structures to the inner diameter.

3. A new wet clutch plate oil groove structure according to claim 1, characterized in that: The size range of the connecting oil groove (7) connecting the inner and outer sections of the annular core plate (1) is 1.0~3.0mm. The size range of the first outer dividing oil groove (4) and the second outer dividing oil groove (3) opening to the inner diameter in the dividing assembly is 1.0~5.0mm, and the angle is 0°~25°.

4. A new wet clutch plate oil groove structure according to claim 1, characterized in that: The first inner oil drain groove (5) in the oil drain assembly has a size range of 1.0~5.0mm and an angle range of 0°~33°. The second inner oil drain groove (6) in the oil drain assembly has a size range of 1.0~5.0mm and an angle range of 0°~33°.

5. A new wet clutch plate oil groove structure according to claim 1, characterized in that: The composite layer (9) includes a base layer (91), which is disposed on the innermost side of the friction strip (2). A reinforcing layer (92) is fixedly connected to the outer side of the base layer (91), an impact-resistant layer (93) is fixedly connected to the outer side of the reinforcing layer (92), and a wear-resistant layer (94) is fixedly connected to the outer side of the impact-resistant layer (93).

6. A novel wet clutch plate oil groove structure according to claim 5, characterized in that: The base layer (91) is a low-carbon alloy structural steel layer, and the reinforcing layer (92) is a manganese-vanadium alloy structural steel layer.

7. A novel wet clutch plate oil groove structure according to claim 6, characterized in that: The impact-resistant layer (93) is a nickel-copper alloy layer, and the wear-resistant layer (94) is a high-chromium cast iron alloy layer.

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