Multi-plate high-efficiency heat-dissipation type automobile clutch assembly

Abstract

The utility model relates to multi -piece type high -efficient heat dissipation type automobile clutch assembly, relate to automobile clutch technical field, including the flywheel, through the dry clutch of multilayer friction piece and flywheel transmission connection, be provided with the gland on the dry clutch, be provided with the air outlet spare on the gland, be provided with the air -inducing spare on the flywheel, through the hot air export on the gland, introduce the new cold wind at the flywheel, to realize the wind circulation in the clutch center position formation, improve the heat dissipation efficiency, the utility model discloses can through the flywheel air -inducing and the cooperation of the gland air -out, in the clutch friction pair constructs initiative wind circulation, so, cold wind is directly used to the friction pair, and the sustained wind circulation can quickly take away the heat, can control the friction pair temperature in the safer range, avoid heat accumulation.

Description

Technical Field

[0001] This application relates to the field of automotive clutch technology, and more particularly to a multi-plate high-efficiency heat-dissipating automotive clutch assembly. Background Technology

[0002] A multi-plate high-efficiency heat-dissipating automotive clutch assembly is a core component of an automotive transmission system that uses multiple sets of friction plates and steel plates in alternating combinations to achieve power transmission and disconnection. It is mainly used in vehicles that need to transmit greater torque or adapt to complex operating conditions. Its core design differs from that of a traditional single-plate clutch. By using a multi-plate structure, it solves the problems of torque transmission limit and durability. It is a common configuration in high-performance and heavy-duty vehicles. It is divided into wet and dry types. Wet multi-plate clutches use cooling oil circulation for heat dissipation, resulting in greater torque and longer life. Dry multi-plate clutches do not use cooling oil, have a simpler structure, and are commonly used in low to medium torque scenarios.

[0003] Currently, a Chinese utility model patent application with a publication date of July 8, 2025, and publication number CN223076052U, discloses a dry clutch and engine, including a pressure plate, a flywheel, and further comprising: a mounting plate disposed on the side of the pressure plate and coaxially arranged with the pressure plate; and a plurality of cooling fins evenly disposed on the end face of the mounting plate along the circumference, with a cooling air duct formed between adjacent cooling fins for airflow. Under the action of the mounting plate, the cooling fins can be mounted on the side of the pressure plate, making the cooling fins and the pressure plate form a whole; simultaneously, during the rotation of the pressure plate, the cooling fins move in a circular motion around the pressure plate as an axis, driving the surrounding airflow through the formed cooling air duct, thereby accelerating the heat exchange rate between the internal airflow and the external environment, effectively controlling the operating temperature, reducing the risk of material fatigue, deformation, or damage due to overheating, and also helping to extend the service life of components such as the pressure plate and flywheel, ensuring the smoothness of vehicle shifting and power transmission.

[0004] In related technologies, dry clutches and engines rely solely on the cooling fins on the end face of the pressure plate during operation. As the pressure plate rotates, the cooling fins rotate around the pressure plate, creating a cooling airflow that drives the surrounding airflow. This accelerates the heat exchange rate between the internal airflow and the external environment. However, the most heat-generating location during clutch operation is the contact surface of the friction pair. Due to the excessive physical distance between the cooling structure and the core heat source, the heat generated by friction cannot be efficiently and quickly dissipated. Ultimately, the cooling efficiency cannot keep up with the heat generation rate. Prolonged high temperatures can cause metal components such as the pressure plate and mating steel plates to deform due to heat, disrupting the uniform contact of the friction pair. This not only exacerbates shifting vibrations and abnormal noises but may also lead to incomplete clutch disengagement, further deteriorating the smoothness of power transmission.

[0005] Therefore, it is necessary to propose a multi-plate, high-efficiency heat dissipation automotive clutch assembly to solve the above problems. Utility Model Content

[0006] This application provides a multi-plate high-efficiency heat dissipation automotive clutch assembly to address the technical problem in related technologies where the physical distance between the heat dissipation structure and the core heat source is too far, making it impossible to efficiently and quickly remove the heat generated by friction, ultimately causing the heat dissipation efficiency to lag behind the heat generation rate, thereby shortening the product's service life.

[0007] This application provides a multi-plate high-efficiency heat dissipation automotive clutch assembly, including a flywheel, a dry clutch that is connected to the flywheel via multiple layers of friction plates, and a pressure cover with an air outlet. The flywheel is equipped with an air-guiding component; By directing hot air out through the pressure plate and introducing new cool air into the flywheel, a wind circulation is formed at the center of the clutch, thereby improving heat dissipation efficiency.

[0008] The technical solution described above in this application embodiment has at least the following technical effects: by coordinating the air intake of the flywheel and the air outlet of the pressure plate, an active air circulation is constructed in the clutch friction pair. In this way, the cold air is directly applied to the friction pair, and the continuous air circulation can quickly remove heat, which can control the temperature of the friction pair within a safer range and avoid heat accumulation.

[0009] In this embodiment, the air outlet component includes a mounting plate disposed on the top surface of the cover and coaxially arranged with the cover; and a plurality of first heat dissipation fins evenly disposed on the end face of the mounting plate along the circumference of the mounting plate, and a heat dissipation duct for airflow is formed between two adjacent first heat dissipation fins.

[0010] This technical solution combines the positioning of the mounting plate with the airflow guidance of the first heat dissipation fins to create a directional and efficient hot air exhaust channel on the top of the pressure plate, while enhancing its own heat dissipation capacity to ensure that hot air inside the clutch can be discharged quickly and stably.

[0011] In this embodiment, the cross-section of the first heat dissipation fin is arc-shaped.

[0012] This technical solution allows the curved surface to conform to the airflow trajectory, guiding hot air smoothly through the air duct along the curved path, avoiding the airflow impact and eddies that are easily generated by straight fins; at the same time, when the cover rotates, the curved fins can generate a stronger centrifugal force like fan blades, actively throwing hot air outward.

[0013] In this embodiment, a circular groove is formed on the flywheel coaxially with the flywheel, and the air intake component includes a plurality of air intake fans, which are evenly arranged on the end face of the circular groove along the circumference of the circular groove.

[0014] This technical solution involves evenly distributing air intake fans circumferentially within the flywheel annular groove. By leveraging the high-speed rotation of the flywheel, low-temperature air from the outside is precisely and efficiently introduced into the clutch, providing a stable source of cold air for the active air circulation of the flywheel and the pressure plate, directly enhancing the heat dissipation effect of the friction pair.

[0015] In this embodiment, a connecting housing is coaxially arranged with the flywheel. The connecting housing is fixedly mounted on the motor and has a diameter larger than that of the flywheel. The connecting housing includes an upper fixing plate and a lower fixing plate, and the upper and lower fixing plates are connected by a second heat dissipation fin arranged in a uniform array around the circumference.

[0016] This technical solution enhances heat dissipation around the motor and clutch by using a second heat dissipation fin. At the same time, by utilizing its larger diameter than the flywheel and its fixed characteristics, it helps to optimize the direction of cold air flow, further improving the heat dissipation efficiency of the entire transmission system.

[0017] In this embodiment, the cross-section of the second heat dissipation fin is square.

[0018] This technical solution ensures structural rigidity while achieving efficient heat dissipation and stable airflow guidance through a simple design.

[0019] In this embodiment, the intake fan is made of aluminum alloy.

[0020] This technical solution uses aluminum alloy to manufacture the intake fan, which ensures the structural strength and heat dissipation capabilities of the fan while also taking into account its lightweight and temperature resistance. It is perfectly suited to the high-speed rotation of the flywheel and avoids the impact of material issues on air intake efficiency or the occurrence of safety hazards. Attached Figure Description

[0021] Figure 1 A three-dimensional structural schematic diagram of a multi-plate high-efficiency heat-dissipating automotive clutch assembly provided in an embodiment of this application; Figure 2 An exploded structural diagram of a multi-plate high-efficiency heat-dissipating automotive clutch assembly provided in an embodiment of this application; Figure 3 A three-dimensional structural diagram of the flywheel provided in an embodiment of this application; Figure 4 This is a three-dimensional structural diagram of the connecting shell provided in an embodiment of this application; The following are the labeling elements in the figure: 1. Dry clutch; 11. Flywheel; 12. Pressure cover; 2. Air outlet; 21. Mounting plate; 22. First heat dissipation fin; 3. Air intake component; 31. Circular groove; 32. Air intake fan; 4. Connecting housing; 41. Upper fixing plate; 42. Lower fixing plate; 43. Second heat dissipation fin. Detailed Implementation

[0022] In related technologies, dry clutches and engines rely solely on the cooling fins on the end face of the pressure plate during operation. As the pressure plate rotates, the cooling fins rotate around the pressure plate, creating a cooling airflow that drives the surrounding airflow. This accelerates the heat exchange rate between the internal airflow and the external environment. However, the most heat-generating location during clutch operation is the contact surface of the friction pair. Due to the excessive physical distance between the cooling structure and the core heat source, the heat generated by friction cannot be efficiently and quickly dissipated. Ultimately, the cooling efficiency cannot keep up with the heat generation rate. Prolonged high temperatures can cause metal components such as the pressure plate and mating steel plates to deform due to heat, disrupting the uniform contact of the friction pair. This not only exacerbates shifting vibrations and abnormal noises but may also lead to incomplete clutch disengagement, further deteriorating the smoothness of power transmission.

[0023] Based on this, in order to improve the technical problem in the related technology that the physical distance between the heat dissipation structure and the core heat source is too far, making it impossible to efficiently and quickly remove the heat generated by friction, and ultimately causing the heat dissipation efficiency to be unable to keep up with the heat generation rate, thereby shortening the product's service life, the embodiments of this application provide the following solutions.

[0024] Please refer to the following: Figures 1 to 4 This application provides a multi-plate high-efficiency heat dissipation automotive clutch assembly, which includes a flywheel 11, a dry clutch 1 that is connected to the flywheel 11 by a multi-layer friction plate, a pressure cover 12 on the dry clutch 1, and an air outlet 2 on the pressure cover 12. The flywheel 11 is equipped with an air intake component 3; By directing hot air out of the pressure cap 12 and introducing new cold air into the flywheel 11, a wind circulation is formed at the center of the clutch, thereby improving heat dissipation efficiency.

[0025] The multi-plate high-efficiency heat-dissipating automotive clutch assembly provided in this application embodiment, through the synergy of the air intake of the flywheel 11 and the air outlet of the pressure plate 12, constructs an active air circulation in the clutch friction pair. When the flywheel 11 rotates at high speed, its air intake structure actively draws in low-temperature cold air from the outside. This cold air is precisely guided to the core heat-generating area of ​​the clutch, the contact surface of the multi-layer friction plates, directly carrying away the heat generated by friction. The high-temperature air, after absorbing heat, flows towards the pressure plate 12 under the influence of pressure difference and the rotation of the flywheel 11, and is quickly discharged from the outside of the clutch assembly through the air outlet structure on the pressure plate 12. The cold air enters from the flywheel 11, flows through the friction pair to absorb heat, and is discharged from the pressure plate 12, forming a continuous cold-in-hot-out air circulation, allowing the heat dissipation speed to keep up with the friction heat generation speed. In this way, the cold air acts directly on the friction pair, and the continuous air circulation can quickly remove heat, keeping the temperature of the friction pair within a safer range and avoiding heat accumulation.

[0026] In this embodiment, the air outlet component 2 includes a mounting plate 21, which is disposed on the top surface of the pressure cover 12 and coaxially disposed with the pressure cover 12; and a plurality of first heat dissipation fins 22, which are uniformly disposed on the end face of the mounting plate 21 along the circumference of the mounting plate 21, and a heat dissipation channel for airflow is formed between two adjacent first heat dissipation fins 22.

[0027] This configuration reduces wind resistance through directional airflow. The fixed airflow channel formed by adjacent fins allows hot air to flow along a predetermined path, avoiding exhaust resistance caused by disordered diffusion. Compared to a design without airflow channels, the hot air exhaust speed can be increased by 20%-30%, further accelerating the circulation efficiency from the flywheel 11 receiving cold air to the friction pair absorbing heat and the pressure plate 12 exhausting hot air. The first heat dissipation fin 22 directly increases the heat dissipation area on the top surface of the pressure plate 12. The pressure plate 12 absorbs frictional heat through conduction, part of which is exhausted with the hot air, and the other part is directly exchanged with the outside cold air through the fins, achieving dual heat dissipation and further reducing the temperature of the pressure plate 12 and internal components. Through the combination of the mounting plate 21 positioning and the first heat dissipation fin 22 guiding the airflow, a directional and efficient hot air exhaust channel is constructed on the top of the pressure plate 12, while enhancing its own heat dissipation capacity to ensure that the hot air inside the clutch can be exhausted quickly and stably.

[0028] In this embodiment, the cross-section of the first heat dissipation fin 22 is arc-shaped.

[0029] This design allows the curved surface to conform to the airflow trajectory, guiding hot air smoothly through the duct along the curved path, avoiding the airflow impact and turbulence that are easily generated by straight fins. At the same time, when the pressure plate 12 rotates, the curved fins can generate a stronger centrifugal force like fan blades, actively throwing hot air outwards. Meanwhile, the right-angled edges of straight fins are prone to airflow impact and turbulence, causing some hot air to be trapped in the duct. The curved cross-section allows airflow to pass smoothly, reducing wind resistance by 15%-25%, and allowing hot air to be discharged faster, directly improving the internal air circulation efficiency of the clutch.

[0030] In this embodiment, a circular groove 31 is provided on the flywheel 11 coaxially with the flywheel 11, and the air intake component 3 includes a plurality of air intake fans 32, which are evenly arranged on the end face of the circular groove 31 along the circumference of the circular groove 31.

[0031] This configuration, with intake fans 32 evenly distributed circumferentially within the annular groove 31 of the flywheel 11, utilizes the high-speed rotation of the flywheel 11 to precisely and efficiently introduce low-temperature outside air into the clutch. This provides a stable source of cold air for the active air circulation of the flywheel 11's intake and the pressure plate 12's exhaust, directly enhancing the heat dissipation effect of the friction pair. It converts the rotational kinetic energy of the flywheel 11 into active intake power, solving the problem of insufficient cold air intake in traditional passive cooling systems. This makes the starting point of the entire cooling cycle more efficient and controllable. Simultaneously, the active suction enhances power; the intake fans 32 generate active suction with the help of the flywheel 11's rotation. Compared to natural air intake, the cold air intake speed can be increased by 30%-40%, quickly filling the negative pressure inside the clutch caused by hot air exhaust, ensuring uninterrupted cooling circulation.

[0032] In this embodiment, a connecting housing 4 is coaxially arranged with the flywheel 11. The connecting housing 4 is fixedly mounted on the motor and has a diameter larger than that of the flywheel 11. The connecting housing 4 includes an upper fixing plate 41 and a lower fixing plate 42. The upper and lower fixing plates 42 are connected by a second heat dissipation fin 43 arranged in a uniform array around the circumference.

[0033] With this configuration, the air drawn in through the flywheel 11 first passes through the second heat dissipation fins 43 on the connecting housing 4. The second heat dissipation fins 43 enhance the heat dissipation around the motor and clutch. At the same time, by utilizing its larger diameter than the flywheel 11 and its fixed characteristics, it helps to optimize the direction of the cold airflow, further improving the heat dissipation efficiency of the entire transmission system. Meanwhile, the housing can absorb the heat radiated by the clutch and dissipate it through the fins, reducing the accumulation of heat between the clutch and the motor, indirectly lowering the ambient temperature around the clutch, and improving the overall heat dissipation effect.

[0034] In this embodiment, the cross-section of the second heat dissipation fin 43 is square.

[0035] This design ensures that the flat surface of the square cross-section can not only maintain full contact with the air and efficiently dissipate the heat conducted by the motor and clutch, but also form a regular airflow channel to guide the outside air to flow smoothly through the gaps between the fins, avoiding heat loss caused by turbulent airflow.

[0036] In this embodiment, the intake fan 32 is made of aluminum alloy.

[0037] With this design, the intake fan 32 is made of aluminum alloy, which ensures the structural strength and heat dissipation capabilities of the fan while also taking into account its lightweight and temperature resistance. This perfectly adapts to the high-speed rotation of the flywheel 11, avoiding the impact of material issues on air intake efficiency or the occurrence of safety hazards. At the same time, the low density and high strength of aluminum alloy allow the fan to remain lightweight when the flywheel 11 rotates at high speed, preventing the flywheel 11 from becoming unbalanced due to excessive weight. In addition, sufficient strength can resist the centrifugal force generated by rotation, preventing the fan from deforming or breaking.

[0038] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A multi-plate high-efficiency heat-dissipating automotive clutch assembly, comprising a flywheel (11), a dry clutch (1) connected to the flywheel (11) via multiple layers of friction plates, wherein a pressure cap (12) is provided on the dry clutch (1), characterized in that: An air outlet (2) is provided on the pressure cap (12); The flywheel (11) is equipped with a drafting component (3); By directing hot air out of the pressure cap (12) and introducing new cold air at the flywheel (11), a wind circulation is formed at the center of the clutch, thereby improving heat dissipation efficiency.

2. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 1, characterized in that: The air outlet component (2) includes a mounting plate (21), which is disposed on the top surface of the cover (12) and coaxially disposed with the cover (12); and a plurality of first heat dissipation fins (22), which are uniformly disposed on the end face of the mounting plate (21) along the circumference of the mounting plate (21), and a heat dissipation duct for airflow is formed between two adjacent first heat dissipation fins (22).

3. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 2, characterized in that: The first heat dissipation fin (22) has an arc-shaped cross section.

4. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 1, characterized in that: The flywheel (11) has a circular groove (31) coaxial with the flywheel (11), and the air intake component (3) includes a number of air intake fans (32), which are evenly arranged on the end face of the circular groove (31) along the circumference of the circular groove (31).

5. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 4, characterized in that: A connecting housing (4) is coaxially disposed with the flywheel (11). The connecting housing (4) is fixedly disposed on the motor and has a diameter larger than that of the flywheel (11). The connecting housing (4) includes an upper fixing plate (41) and a lower fixing plate (42). The upper and lower fixing plates (42) are connected by a second heat dissipation fin (43) arranged in a uniform array around the circumference.

6. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 5, characterized in that: The cross-section of the second heat dissipation fin (43) is square.

7. The multi-plate high-efficiency heat-dissipating automotive clutch assembly according to claim 4, characterized in that: The intake fan (32) is made of aluminum alloy.

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