Double-Clutch Hub Shell Structure for Lower Drag Torque
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Solution Overview
Problem
Conventional double-clutch transmissions with steel hub shells are costly, complex, and result in high drag torques due to their weight and machining complexity, and the adjustment of clearance between clutch actuator and clutch body is time-consuming, especially with multi-plate clutches.
Innovation Solution
A double-clutch transmission with a hub shell made from deep-drawn sheet metal, featuring a cylindrical shape with constant material thickness, reducing mass moments of inertia and allowing for cost-effective and weight-optimized production, and a method to adjust clearance by axially moving input members, eliminating the need for additional components and complex machining.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If steel hub shells are used in conventional double-clutch transmissions, then the structural strength and durability are improved, but the production cost increases and the weight leads to high drag torques
Solution Approach 1:
The patent replaces expensive steel hub shells with aluminum alloy hub shells that are lighter and cheaper to produce. The aluminum alloy hub shell achieves sufficient structural strength through optimized design while reducing material cost and manufacturing complexity, directly addressing the contradiction between strength and production cost.
Solution Approach 2:
The patent uses aluminum alloy as a composite material alternative to traditional steel. The aluminum alloy provides an optimal balance between strength, weight, and cost, reducing drag torques while lowering production expenses and manufacturing complexity compared to solid steel construction.
2Strength
If steel hub shells are machined from solid material, then the structural integrity is improved, but the processing complexity and time increase
Solution Approach 1:
The patent replaces complex solid steel machining with simpler aluminum alloy fabrication. The aluminum hub shell requires less complex processing steps, reducing manufacturing time and operational complexity while maintaining sufficient structural integrity for the application.
3Loss of energy
If the hub shell weight is reduced, then the drag torques are reduced, but the structural strength may be compromised
Solution Approach 1:
The patent uses aluminum alloy as a lighter alternative to steel, achieving reduced weight and lower drag torques. The aluminum alloy hub shell is designed with optimized geometry to maintain sufficient structural strength despite the lower material density, resolving the contradiction between weight reduction and strength preservation.
4Manufacturing precision
If clearance adjustment is performed individually for each clutch arrangement, then the precision of clearance setting is improved, but the time required for adjustment increases
Solution Approach 1:
The patent combines the clearance adjustment mechanism for multiple clutch arrangements into a single integrated system. By providing one adjustment mechanism that simultaneously adjusts clearances for both clutch arrangements, the patent maintains precise clearance settings while significantly reducing the time required compared to individual adjustment of each clutch.
Data Source
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AI summary
It is proposed to provide a dual-clutch arrangement (20) for a dual-clutch transmission (10), comprising an input shaft (16), a first friction clutch (24), a second friction clutch (26), two axially extending output shafts (32, 42), a housing-fixed hub (46), a first piston/cylinder arrangement (60), and a second piston/cylinder arrangement (62), wherein input elements (28, 38, 90) of the friction clutches (24, 26) are coupled to the input shaft (16), wherein output elements (30, 40) of the friction clutches (24, 26) are each connected to one of the output shafts (32, 42), wherein the friction clutches (24, 26) can each be actuated by means of one of the piston/cylinder arrangements (60, 62), and preferably with a hub shell (48) according to claim 1, wherein at least one first, a second and a third input element (28, 38, 90) are provided, wherein the first input element (28) carries an inner element of the radially outer friction clutch (24),wherein the second input member (38) is non-rotatably coupled to the first input member (28) and carries an inner member of the radially inner friction clutch (26), and wherein the third input member (90) is coupled at one end to the hub (46) and at its other end is non-rotatably connected radially inwards to the second input member (38) and radially outwards to the first input member (28).