Double Clutch Compensating Piston Welding Access
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Solution Overview
Problem
Existing double clutches for automatic or automated transmissions face challenges in assembly complexity, high work and assembly costs, and protection of functional surfaces during welding, particularly due to the compact design and limited access to the weld area.
Innovation Solution
The compensating piston extends axially with a sealing running surface for the actuating piston of the second friction clutch, allowing the main hub to end near the weld seam area, reducing the need for sealing running surfaces on the hub and enabling easier access and protection of functional surfaces during welding, thus simplifying assembly and reducing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the main hub is designed with a long axial length to provide sealing running surfaces for actuating pistons, then the sealing function is improved, but the welding accessibility and assembly complexity deteriorate
Solution Approach 1:
The sealing function is segmented from the main hub to a separate compensating piston component. The compensating piston provides the sealing running surface for the second actuating piston, while the main hub focuses on structural support and welding accessibility. This segmentation resolves the contradiction by allowing the main hub to have a shorter axial length for better welding access while the compensating piston maintains the necessary sealing function.
2Volume of moving object
If the second outer disk carrier is positioned close to the main hub for compact design, then the overall size is reduced, but the protection of functional surfaces during welding becomes difficult
Solution Approach 1:
The compensating piston with its sealing surface is designed to be installed after the welding process. This preliminary action sequencing allows the functional sealing surface to remain exposed and accessible for easy installation while the main hub is welded without the need for complex protective measures. The compact design is maintained while simplifying the manufacturing process.
3Ease of manufacture
If the main hub axial length is reduced for material saving and welding access, then manufacturing cost is reduced, but the sealing running surface for actuating pistons is compromised
Solution Approach 1:
The compensating piston acts as an intermediary component that transfers the sealing function from the main hub to a separate, dedicated component. This intermediary element allows the main hub to be shortened for better welding access and material efficiency, while the compensating piston maintains the necessary sealing running surface for the second actuating piston, thus resolving the contradiction between manufacturing ease and sealing reliability.
Data Source
Figure 1~2
Figure 3~4
AI summary
The invention relates to a dual clutch (1), in particular for an automatic or automated dual-clutch transmission, comprising a main hub (2) and a first friction clutch (K1) and a second friction clutch (K2), wherein the two friction clutches (K1 and K2) are connectable or connected on the one hand to a motor shaft and on the other hand each to a transmission input shaft, wherein each of the two friction clutches (K1 and K2) is assigned an actuating piston (12, 13) and the actuating pistons (12, 13) are axially displaceable with their radially inner base areas (14, 15) along each a sealing running surface (16, 17) and each of the actuating pistons (12, 13) is assigned a working chamber (18, 20) and a pressure equalization chamber (19, 21) on the other hand, wherein the pressure equalization chamber (21) assigned to the second friction clutch (K2) is at least partially limited by a compensating piston (27).The double clutch (1) is easier to assemble and the labor and assembly effort is reduced because the compensating piston (27) has an axially extending axial area (28), wherein the axial area (28) has the sealing running surface (17) for the foot area (15) of the actuating piston (13) in the second friction clutch (K2).