Transmission Clutch Wear Allocation During Shuttle Shifting
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Solution Overview
Problem
Existing transmission control systems do not effectively allocate clutch wear during shuttle shifting, leading to uneven wear and potential energy losses due to undesirable braking mechanisms.
Innovation Solution
A clutch control system that utilizes a first and second directional clutch, along with additional clutches acting as engagement and braking clutches, is managed by a controller to apply combined forces for slowing the transmission, with the ability to reduce forces and engage a second directional clutch upon designated trigger events, thereby allocating wear between clutches.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single clutch is used for braking during shuttle shifting, then the deceleration function is simple to implement, but the clutch wear becomes uneven and excessive
Solution Approach 1:
The braking function is segmented across multiple clutches (first braking clutch and second braking clutch) rather than relying on a single clutch. This segmentation distributes the wear and thermal load, preventing any single clutch from experiencing excessive wear during shuttle shifting operations.
Solution Approach 2:
The control system dynamically adjusts the engagement parameters of different clutches based on operating conditions. By varying the engagement timing and duration of the first and second braking clutches, the system optimizes wear distribution while maintaining effective deceleration control.
2Reliability
If multiple clutches are engaged for braking during shuttle shifting, then clutch wear is allocated more evenly, but the control system complexity increases
Solution Approach 1:
The engagement clutch serves multiple functions: it engages the braking clutches for deceleration, manages the disengagement sequence to allocate wear, and coordinates with directional clutches during shuttle shifting. This multi-functionality reduces the need for additional dedicated control components.
Solution Approach 2:
The control system incorporates feedback mechanisms that monitor clutch engagement status and machine velocity. This feedback enables the controller to dynamically adjust the engagement and disengagement timing of braking clutches, optimizing wear distribution while maintaining simple control logic through adaptive rather than predetermined sequences.
3Ease of operation
If traditional clutch engagement sequences are used during shuttle shifting, then the shifting operation is straightforward, but energy losses occur due to undesirable braking mechanisms
Solution Approach 1:
The engagement clutch is activated before the directional clutch disengages to pre-engage the braking mechanism. This preliminary action ensures a smooth transition of torque path and prevents sudden load transfers that would cause energy losses and mechanical shocks during the shifting operation.
Solution Approach 2:
The control system dynamically adjusts clutch engagement timing based on real-time machine velocity and load conditions. By optimizing the engagement sequence dynamically rather than using fixed timing, the system minimizes energy losses during shifting while maintaining operational simplicity through automated control.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This system reduces clutch wear by distributing braking forces across multiple clutches, minimizing energy losses and extending the life of the transmission components.
Implementation Method 1
A first braking clutch and a second braking clutch are provided. A controller is configured to transmit a first braking signal to the first braking clutch to apply a first braking force and transmit a second braking signal to the second braking clutch to apply a second braking force before reducing the first braking force. The engagement clutch, the first braking clutch and the second braking clutch cooperate to apply a combined force to slow rotation of the output shaft.
Data Source
AI summary
A control system for a transmission engages three clutches to create braking within the transmission to slow a machine during a shuttle shifting operation. The control system may apply the clutches so as to allocate wear between the clutches equally or unequally, as desired.