Dual-Stage Vehicle Clutch Synchronizer for Peak Torque Locking
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Solution Overview
Problem
Conventional dual-clutch automatic transmissions face reliability issues and operational inconvenience due to the poor locking structure and torque-bearing capacity, particularly during peak torque conditions.
Innovation Solution
A vehicle clutch design featuring a primary clutch with two secondary clutch units and a synchronizer that allows for the option to use one or both clutches to bear torque, with the synchronizer locking both clutches during peak torque conditions to enhance reliability and synchronism.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single clutch is used to bear all torque, then the structure is simple, but the reliability is poor during peak torque conditions
Solution Approach 1:
The clutch system is segmented into a primary clutch and two secondary clutch units, allowing the torque load to be distributed across multiple independent clutch components rather than concentrated on a single clutch, thereby improving reliability during peak torque conditions
Solution Approach 2:
The synchronizer merges the first and second secondary clutches into a locked state during peak torque conditions, enabling them to function as a unified torque-bearing assembly that shares the load, thus enhancing reliability without requiring permanently complex structure
2Ease of operation
If a lock ring type inertial synchronizer is used, then the gear ring and lock ring can be synchronized, but the operation is inconvenient for vehicle clutch combination
Solution Approach 1:
The synchronizer acts as an intermediary mechanism between the two secondary clutches, providing a reliable synchronization and locking function that facilitates convenient operation during clutch engagement while maintaining high synchronization reliability through its specific structural design
3Power
If two secondary clutches are used to bear peak torque, then the torque capacity is improved, but the structure becomes more complex
Solution Approach 1:
The clutch system dynamically adapts its configuration: during normal operation, one secondary clutch handles the torque load with simpler structure; during peak torque conditions, the synchronizer locks both secondary clutches to share the load, providing enhanced power capacity only when needed rather than permanently increasing complexity
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
The design improves torque-bearing reliability and synchronism during peak conditions, enabling efficient operation by allowing the choice between single or dual clutch engagement based on working conditions, while also reducing manufacturing costs through an integrated structure.
Implementation Method 1
a friction unit configured to cooperate with the first secondary clutch; the second secondary clutch unit includes a second secondary clutch and a friction unit configured to cooperate with the second secondary clutch
Data Source
Figure 1
Figure 2
AI summary
A vehicle clutch, comprising a primary clutch (1). A first drive (2) and a second drive (3) are provided on the other side of the primary clutch (1); the primary clutch (1) is internally provided with a first secondary clutch unit and a second secondary clutch unit; the first drive (2) is in power connection with the first secondary clutch unit; the second drive (3) is in power connection with the second secondary clutch unit; the first secondary clutch unit comprises a first secondary clutch (4) and a friction unit (5) configured to cooperate with the first secondary clutch (4); the second secondary clutch unit comprises a second secondary clutch (6) and a friction unit (5) configured to cooperate with the second secondary clutch (6); a synchronizer (7) is also provided between the first secondary clutch (4) and the second secondary clutch (6); the synchronizer (7) is configured to lock the first secondary clutch (4) and the second secondary clutch (6) as a whole when the first secondary clutch (4) is separated from the second secondary clutch (6). The provision of the two-stage clutch units enables the vehicle clutch to choose whether to use one single clutch or two clutches to bear the torque according to different working conditions.