Dual-Stage Vehicle Clutch for Peak Torque Sharing
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Solution Overview
Problem
Conventional dual-clutch automatic transmissions rely on a single clutch to bear torque, which is unreliable and inconvenient to operate, especially during peak torque conditions, and the lock ring type inertial synchronizer method is inefficient for gear synchronization.
Innovation Solution
A vehicle clutch design featuring a primary clutch with two secondary clutch units and a synchronizer that allows for the choice of using one or two clutches to bear torque, with the synchronizer locking both clutches during peak torque conditions to enhance reliability and synchronization.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single clutch is used to bear torque in a dual-clutch automatic transmission, then the structure is simple, but the reliability is poor especially during peak torque conditions
Solution Approach 1:
The clutch system is divided into a primary clutch and two secondary clutches (first secondary clutch and second secondary clutch). Each clutch can independently bear torque, and during peak torque conditions, both secondary clutches can be engaged simultaneously to share the torque load, thereby improving reliability without requiring a complete redesign of the entire transmission system.
Solution Approach 2:
The clutch system dynamically adapts its configuration based on torque conditions. During normal operation, only one secondary clutch is engaged to maintain simplicity. During peak torque conditions, the synchronizer activates to lock both secondary clutches, allowing them to work together and bear the increased torque load, thus dynamically adjusting the system's torque-bearing capacity.
2Reliability
If a lock ring type inertial synchronizer is used for gear synchronization, then the synchronization function is achieved, but the operation is inconvenient and the reliability is poor
Solution Approach 1:
The synchronizer is designed to automatically lock the first and second secondary clutches when peak torque conditions are detected, without requiring manual intervention. The synchronizer mechanism self-activates based on the torque conditions, improving both reliability and ease of operation by eliminating the need for complex manual locking procedures.
3Reliability
If two clutches are locked by the synchronizer during peak torque, then the reliability of torque bearing is enhanced, but the device complexity increases
Solution Approach 1:
The synchronizer integrates the locking mechanisms for both secondary clutches into a single unified mechanism. This allows both clutches to be locked simultaneously through one synchronizer assembly, reducing the overall complexity compared to having separate locking mechanisms for each clutch while maintaining the enhanced reliability of dual-clutch torque bearing.
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 design enhances the reliability of torque bearing during peak conditions by allowing the vehicle clutch to selectively use one or two clutches, improving synchronization and 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
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.