KR20190122498A - Dual clutch device for vehicle - Google Patents

Abstract

The present invention provides a dual clutch device for a vehicle which is applied to a vehicle and includes two clutch packs. According to embodiments of the present invention, the dual clutch device for a vehicle effectively supplies oil to operate each piston and efficiently supplies oil to a clutch pack to improve operating response and operating reliability of pistons and improve cooling efficiency of the clutch pack. A first and a second carrier operate as input members. A first driven plate arranged in a first clutch pack and a second driven plate arranged in the second carrier operate as output members. A first and a second pressure chamber are included to operate a first and a second piston. A first and a second compensation chamber are included in response to the first and the second pressure chamber. A clutch support is arranged between a second output shaft and a carrier hub to supply oil to the first and the second clutch pack, the first and the second pressure chamber, and the first and the second compensation chamber.

Description

Dual clutch device for vehicle {DUAL CLUTCH DEVICE FOR VEHICLE}

The present invention relates to a dual clutch device for a vehicle, and more particularly to a dual clutch device having two clutch packs.

In general, a dual clutch transmission (DCT) performs a shift through a handover control that cross-controls two clutches during a gear shift. For example, the dual clutch transmission is in a manner in which 1, 3, and 5 gears are connected to the first clutch, and 2, 4, and 6 gears are connected to the second clutch.

In other words, if there is only one clutch, if the third gear is inserted, only the third gear is engaged. However, the dual clutch transmission has the upper and lower gears of the second gear and the fourth gear. Therefore, when shifting from three gears to two gears or four gears, the gear is connected directly and shifts more smoothly. Such a DCT can improve driving performance and fuel economy of the vehicle.

The DCT needs to minimize the overall length of the transmission in order to improve the mountability of the transmission, and it is necessary to reduce the assembly process and reduce the manufacturing cost by configuring a simple structure, but there is a problem that is not satisfactory enough.

In addition, the layout of the flow path for supplying the hydraulic pressure to the piston for operating the clutch is complicated, it is difficult to smoothly supply the oil, there is also a problem that the manufacturing cost and assembly labor increases.

In addition, in the conventional dual clutch device, the supply of oil is not concentrated in the clutch pack, thereby reducing the cooling efficiency of the clutch pack. When the clutch is operated, excessive stress is applied to the carrier on which the clutch pack is mounted, and thus the overall durability is reduced. There is also a problem.

The matters described in this Background section are intended to enhance the understanding of the background of the invention, and may include matters not previously known to those of ordinary skill in the art.

Therefore, the present invention has been invented to solve the problems as described above, the problem to be solved by the present invention is to smoothly supply the oil for operating each piston through the clutch support, and at the same time efficiently to the clutch pack By supplying oil, it is an object of the present invention to provide a dual clutch device for a vehicle to improve the operation response and the operation reliability of the piston and the cooling efficiency of the clutch pack.

Dual clutch device for a vehicle according to an embodiment of the present invention for achieving this object is a drive plate to which the driving force of the engine is input; A first carrier coupled to the drive plate to receive a driving force; A carrier ridge extending from the first carrier and coupled to a centrally disposed carrier hub; A first driven plate disposed on an inner circumferential surface side of the first carrier; A first spline hub axially coupled to the first output shaft to be coupled to the first driven plate to transmit a driving force to the gear train; A first clutch pack disposed between the first carrier and the first driven plate to transmit or block a driving force of the engine; A second carrier coupled to the carrier ridge to receive a driving force; A second driven plate disposed on an inner circumferential surface side of the second carrier; A second spline hub which is connected to the second driven plate and formed in a hollow to transmit a driving force to a gear train, the second output shaft being axially coupled to a second output shaft disposed at a rotation center; A second clutch pack disposed between the second carrier and the second driven plate to transmit or block a driving force of the engine; A first piston coupled to the carrier hub on the outside of the first carrier and moving in the axial direction by hydraulic pressure to press the first clutch pack; And a second piston moving in the axial direction by hydraulic pressure to pressurize the second clutch pack, wherein the first and second pressure chambers are provided to operate the first and second pistons. First and second compensation chambers corresponding to the first and second pressure chambers; Clutch support provided between the second output shaft and the carrier hub to supply oil to the first and second clutch packs, the first and second pressure chambers, and the first and second compensation chambers. It further includes;

The clutch support is formed in a hollow cylindrical shape, the main body having a plurality of flow paths therein; And a flange part integrally formed in the main body in an opposite direction to the drive plate and having a plurality of supply holes communicating with the flow paths through the connection flow path.

The flow path may include a first flow path connected to the first pressure chamber; A second flow path connected to the first compensation chamber; A third flow passage connected to the second pressure chamber; And a fourth flow path connected to the second compensation chamber.

The supply hole may include a first supply hole connected to the first flow path; A second supply hole communicating with the second flow path; A third supply hole connected to the third flow path; And a fourth supply hole connected to the fourth flow path.

The main body is formed on the outer circumferential surface at a position spaced along the longitudinal direction in the axial direction, and includes a plurality of discharge holes in communication with the flow path, the discharge hole is connected to the first flow path, At least one first discharge hole for discharging oil to the pressure chamber; At least one second discharge hole connected to the second flow path and configured to discharge oil to the first compensation chamber; At least one third discharge hole connected to the third flow path and configured to discharge oil to the second pressure chamber; And at least one fourth discharge hole connected to the fourth flow path and discharging oil to the second compensation chamber.

The first, second, third, and fourth discharge holes may be formed at positions spaced apart at set angles along the circumferential direction on the outer circumferential surface of the main body.

The main body may have a plurality of partition walls protruding radially outward from an outer circumferential surface corresponding to the first, second, third, and fourth discharge holes.

The partition wall is formed in the circumferential direction on the outer circumferential surface of the main body, it may form an oil flow space between the carrier hub.

The carrier hub has an axial direction in which oil discharged from the first, second, third and fourth discharge holes is introduced into the first and second pressure chambers and the first and second compensation chambers, respectively. A plurality of oil holes may be formed along the same.

The first pressure chamber is provided to move the first piston in the direction in which the drive plate is disposed between the first piston and the first piston coupled between the carrier hub and the first piston, the first piston The compensation chamber is arranged to compensate for the overpressure on the opposite side of the first pressure chamber between the first piston and the second cylinder coupled to the carrier ridge between the carrier ridge and the first piston, the second pressure The chamber is provided to move the second piston in the direction in which the drive plate is disposed between the carrier ridge and the second piston, the second compensation chamber is based on the second piston the second pressure chamber It may be arranged on the opposite side of to compensate for the overpressure.

The first and second pressure chambers are disposed on the opposite side of the drive plate with respect to the carrier ridge, the first compensation chamber is disposed on the drive plate side with respect to the first piston, and the second compensation The chamber may be disposed on the drive plate side with respect to the second piston.

A cooling passage chamber may be provided between the second cylinder and the carrier ridge.

The carrier ridge is formed with a first orifice hole through which the oil supplied to the cooling flow passage chamber is discharged in correspondence with the cooling flow passage chamber, and the second piston has a second orifice hole at a position corresponding to the first orifice hole. Can be formed.

The cooling flow path chamber receives oil through the clutch support and the carrier hub, and the oil supplied to the cooling flow path chamber flows into the inner circumferential surface space of the second driven plate through the first and second orifice holes. Can be supplied to the second clutch pack.

The clutch support may be axially coupled to the second output shaft between an outer circumferential surface of the second output shaft and an inner circumferential surface of the carrier hub.

A return spring may be interposed between the carrier ridge and the first piston.

The first carrier and the second carrier may act as an input member.

The first driven plate and the second driven plate may serve as output members.

As described above, according to the dual clutch device for a vehicle according to the exemplary embodiment of the present invention, it is possible to smoothly supply oil for operating each piston through the clutch support and to efficiently supply oil to the clutch pack, thereby responsive to operation. And it is effective to improve the operation reliability and increase the cooling efficiency of the clutch pack.

In addition, the present invention by forming a plurality of flow paths for supplying oil at the time of manufacture of the clutch support, thereby improving the degree of freedom of layout of the flow path through which the oil passes, and also has the effect of improving the productivity by reducing the manufacturing cost and assembly labor.

In addition, the present invention reduces the overall length of the transmission by arranging the first and second pressure chambers so that the first piston and the second piston act in the same direction toward the drive plate side, thereby improving the mountability when mounted on a vehicle. You can.

In addition, according to the present invention, since the second driven plate is connected to the second spline hub and functions as an output element to support the second clutch pack, a separate part supporting the inner circumferential portion of the second driven plate is omitted. This can reduce the assembly process and reduce the manufacturing cost.

In addition, the present invention is formed integrally with the notch portion bent radially outward to the carrier on which the clutch pack is mounted to distribute and reduce the stress applied to the carrier from the clutch pack during operation of the clutch device, thereby reducing the overall It also has the effect of improving durability.

Furthermore, the present invention also has the effect of improving the overall marketability through the operation performance, cooling efficiency, and durability of the dual clutch device.

1 is a cross-sectional view of a dual clutch device for a vehicle according to an embodiment of the present invention.
2 is a perspective view of a clutch support applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention.
3 is a front perspective view of a clutch support applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention.
4 is a perspective view of a clutch support applied to a dual clutch device for a vehicle according to an exemplary embodiment of the present invention.
5 is a cross-sectional view of the clutch support according to the embodiment of the present invention.
6 is a view for explaining a process of power transmission through the first clutch assembly in a vehicle dual clutch device according to an embodiment of the present invention.
7 is a view for explaining a process of the power transmission through the second clutch assembly in a vehicle dual clutch device according to an embodiment of the present invention.
8 is a view showing the flow of oil supplied to the clutch pack in a vehicle dual clutch device according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in detail as follows.

Prior to this, the embodiments described in the specification and the drawings shown in the drawings are only the most preferred embodiment of the present invention and do not represent all of the technical idea of the present invention, which can be replaced at the time of the present application It should be understood that there may be various equivalents and variations.

In order to clearly describe the present invention, parts irrelevant to the description are omitted, and like reference numerals designate like elements throughout the specification.

Since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to those illustrated in the drawings, and the thicknesses are enlarged to clearly express various parts and regions.

And throughout the specification, when a part is said to "include" a certain component, it means that it can further include other components, except to exclude other components unless specifically stated otherwise.

In addition, the terms "... unit", "... means", "... part", "... member", etc. described in the specification refer to a unit of a comprehensive configuration that performs at least one function or operation. it means.

1 is a cross-sectional view of a dual clutch device for a vehicle according to an embodiment of the present invention, Figure 2 is a perspective view of a clutch support applied to the dual clutch device for a vehicle according to an embodiment of the present invention, Figure 3 is an embodiment of the present invention 4 is a front perspective view of a clutch support applied to a vehicle dual clutch device according to an embodiment of the present invention, and FIG. 4 is a perspective view of a clutch support applied to a vehicle dual clutch device according to an embodiment of the present invention, and FIG. It is sectional view of support.

Referring to FIG. 1, a dual clutch device for a vehicle according to an exemplary embodiment of the present invention includes a first clutch assembly C1 and a second clutch assembly C2.

Firstly, the first clutch assembly C1 comprises a drive plate 1, a first carrier 3, a carrier ridge 5, a first driven plate 7, and a first clutch pack 9.

The drive plate 1 may be connected to the drive spline hub 11 to receive the driving force of the engine. The drive plate 1 has a distal end coupled to the first carrier 3 and transmits a driving force to the first carrier 3 to rotate together.

In addition, a part of the drive plate 1 is in close contact with the first clutch pack 9 to act as a reaction force when the first clutch pack 9 acts.

In this embodiment, the first carrier 3 has a cylindrical shape and one side thereof extends to form a carrier ridge 5. One end of the carrier ridge 5 is coupled to the carrier hub 13.

The carrier hub 13 is formed of a hollow shaft, a plurality of oil holes (H) may be provided.

Here, the first notch 3a may be integrally formed at one end of the first carrier 3 toward the drive plate 1 based on the axial direction.

The first notch 3a is bent round from the first carrier 3 toward the radially outward side so as to disperse the stress loaded from the first clutch pack 9 to the first carrier 3. .

Accordingly, the first notch 3a efficiently disperses the stress applied to the first carrier 3 from the first clutch pack 9 toward the radially outward direction, and thus, the first carrier The durability of (3) can be improved.

The inner circumferential surface of the first carrier 3 is spaced apart from the first carrier 3 by a predetermined distance, and the cylindrical first driven plate 7 is disposed.

This first driven plate 7 is coupled to the first spline hub 15. The first spline hub 15 is connected to the gear train of the transmission. The gear train connected to the first spline hub 15 may be connected to one of a transmission gear of a hole means or an even means.

The first clutch pack 9 is connected between the first carrier 3 and the first driven plate 7.

Here, the first carrier 3 acts as an input member for transmitting a driving force to the first clutch pack 9. The first driven plate 7 serves as an output member for outputting a driving force to the first spline hub 15.

In the present embodiment, the first clutch pack 9 may include a plurality of first friction plates 9a and a plurality of second friction plates 9b.

First, the first friction plates 9a may be fitted to the inner circumferential surface of the first carrier 3 to move in a direction parallel to the shaft.

The second friction plates 9b may be fitted to the outer circumferential surface of the first driven plate 7 to move in a direction parallel to the shaft.

These second friction plates 9b are preferably disposed between the first friction plates 9a.

That is, when the first friction plates 9a and the second friction plates 9b configured as described above are in close contact with each other and come into friction contact with each other, the driving force of the first carrier 3 is applied to the first driven plate. You can forward it to (7).

Here, the first packing part 7a may be integrally formed at one end of the first driven plate 7 toward the carrier ridge 5 in the axial direction.

The first packing part 7a is bent toward the carrier hub 13 at one end of the first driven plate 7, and preferably bent toward the outer circumferential surface of the second carrier 21 to be described later. Can be.

The first packing part 7a prevents the oil supplied to the first clutch pack 9 from flowing outward in the axial direction toward the carrier ridge 5 to improve the supply efficiency of the oil, and furthermore, the first packing part 7a. The cooling efficiency of the clutch pack 9 can be improved.

On the other hand, the first clutch assembly (C1) is provided on the outside of the first carrier 3, and further includes a first piston 17 for moving in the axial direction to press the first clutch pack (9). .

The first piston 17 may be engaged with the carrier ridge 5 to rotate together with the carrier ridge 5. In addition, one end of the first piston 17 may be disposed in a direction parallel to the shaft to press the first clutch pack (9). The first piston 17 is disposed in the direction in which the tip portion thereof faces the drive plate 1.

Here, a first return spring 19 may be interposed between the carrier ridge 5 and the first piston 17.

The first return spring 19 may be formed as a disc spring having an inner circumferential surface supported by the carrier ridge 5, an outer circumferential surface supported by the first piston 17, and an inner circumferential surface and an outer circumferential surface inclined at an angle. have.

The first return spring 19 is connected to the carrier ridge 5 and the first piston 17 when the first piston 17 is actuated and moved axially toward the drive plate 1. The inner circumferential surface and the outer circumferential surface are pressed in contact with each other to elastically support the first piston 17 from the carrier ridge 5.

In this state, when the operation of the first piston 17 is completed, the first return spring 19 is provided with an elastic force to the first piston 17 while the compression is released, thereby the first piston 17 ) Can be quickly moved in the opposite direction in which the drive plate 1 is arranged.

In this embodiment, a first cylinder 16 is coupled between the carrier hub 13 and the first piston 17. A first pressure chamber 18 is provided between the first cylinder 16 and the first piston 17 to move the first piston 17 in the direction in which the drive plate 1 is disposed.

The first pressure chamber 19 may move the first piston 17 in the axial direction by hydraulic pressure. The first pressure chamber 19 is arranged on the opposite side of the drive plate 1 with respect to the first piston 17.

A second cylinder 22 is coupled to the carrier ridge 5 between the carrier ridge 5 and the first piston 17, and the second cylinder 22 and the first piston 17 are coupled to each other. Between the first pressure chamber 18 may be disposed on the opposite side of the first compensation chamber 20 for compensating for the overpressure.

The first compensation chamber 21 is disposed on the side of the drive plate 1 when viewed from the first piston 17. The first compensation chamber 20 compensates for the overpressure applied to the first pressure chamber 19 to maintain a proper oil pressure.

In the present embodiment, the second clutch assembly C2 includes a second carrier 21, a second driven plate 23, and a second clutch pack 27.

First, the second carrier 21 is connected to the carrier ridge 5 to act as an input member. The second carrier 21 may be disposed on the inner circumferential side of the first driven plate 7.

Here, the second notch 21a may be integrally formed at one end of the second carrier 21 facing the drive plate 1 based on the axial direction.

The second notch portion 21a is formed to be bent round from the second carrier 21 toward the radially outer side so as to disperse the stress loaded from the second clutch pack 27 to the second carrier 21. .

Accordingly, the second notch portion 21a efficiently disperses the stress applied to the second carrier 21 from the second clutch pack 27 toward the radially outer side, and thus, the second carrier The durability of 21 can be improved.

The second driven plate 23 is disposed at a position spaced radially inward from the second carrier 21 toward the carrier hub 13.

The second driven plate 23 serves as an output member and is connected to the second spline hub 25. The second spline hub 25 is connected to another gear train of the transmission.

The gear train connected to the second spline hub 25 may be connected to the other of the transmission gear of the hole means or the mating means connected to the first spline hub 15 described above.

The second clutch pack 27 may include a plurality of third friction plates 27a and a plurality of fourth friction plates 27b.

First, the third friction plates 27a may be fitted to the inner circumferential surface of the second carrier 21 to move in parallel with the shaft.

The fourth friction plates 27b may be fitted to the outer circumferential surface of the second driven plate 23 to move in a direction parallel to the shaft.

Here, the fourth friction plates 27b are preferably disposed between the third friction plates 27a.

That is, when the third friction plates 27a and the fourth friction plates 27b configured as described above are in close contact with each other and come into friction contact, the driving force of the second carrier 21 may be driven by the second driven plate ( 23).

Here, the second packing part 23a may be integrally formed at one end of the second driven plate 23 toward the carrier ridge 5 in the axial direction.

The second packing part 23a is bent toward the carrier hub 13 at one end of the second driven plate 23, and preferably bent toward the inner circumferential surface of the second piston 29 to be described later. Can be.

The second packing part 23a prevents the oil supplied to the second clutch pack 27 from flowing outward in the axial direction toward the second piston 29, thereby improving the oil supply efficiency, and further, The cooling efficiency of the 2 clutch pack 27 can be improved.

On the other hand, the second clutch assembly (C2) is provided between the carrier ridge 5 and the first piston 17, and moves in the axial direction by hydraulic pressure to press the second clutch pack 27 The second piston 29 further includes.

The second piston 29 may be engaged with the carrier ridge 5 to rotate together with the carrier ridge 5. In addition, one end of the second piston 29 may be disposed in a direction parallel to the shaft to press the second clutch pack 27. The second piston 29 is disposed in a direction in which the tip thereof faces the drive plate 1.

That is, the second piston 29 may press the second clutch pack 27 while moving in the same direction as the first piston 17.

In the present embodiment, the second pressure chamber 31 for moving the second piston 29 in the direction in which the drive plate 1 is disposed between the carrier ridge 5 and the second piston 29. Is provided.

The second pressure chamber 31 may move the second piston 29 in the axial direction by hydraulic pressure. The second pressure chamber 31 is disposed on the opposite side of the drive plate 1 with respect to the second piston 29.

And a second compensation chamber between the second driven plate 23 and the second piston 29 to compensate the overpressure on the opposite side of the second pressure chamber 31 based on the second piston 29 ( 33) is arranged.

The second compensation chamber 33 is disposed on the side of the drive plate 1 when viewed from the first piston 29. The second compensation chamber 33 serves to maintain the proper oil pressure by compensating for the overpressure applied to the second pressure chamber 31.

Meanwhile, a first compensation chamber 20 may be disposed between the second cylinder 22 and the first piston 17.

The arrangement of the first pressure chamber 18, the first compensation chamber 20, the second pressure chamber 31, and the second compensation chamber 33 can reduce the overall length (length direction based on the axis) When mounted on a vehicle, the mountability can be improved.

In this embodiment, the carrier hub 13 is axially oriented so as to supply oil to the first and second pressure chambers 18 and 31 and the first and second compensation chambers 20 and 33, respectively. The oil holes H are arranged accordingly.

Meanwhile, the first spline hub 15 is axially coupled to the first output shaft OS1 that transmits power to the transmission, and the second spline hub 25 has the first output shaft OS1 at the center of rotation. It is axially coupled to the second output shaft OS2 which is formed hollow so as to be disposed.

And between the first and second clutch packs 9 and 27, the first and second pressure chambers 18 and 31, between the second output shaft OS2 and the carrier hub 13. And a clutch support 50 to supply oil to the first and second compensation chambers 20 and 33.

Here, the clutch support 50 may be axially coupled to the second output shaft OS2 between the outer circumferential surface of the second output shaft OS2 and the inner circumferential surface of the carrier hub 13.

The clutch support 50 may include a main body 51 and a flange portion 53, as shown in FIGS. 2 to 5.

First, the main body 51 is formed in a hollow cylindrical shape, a plurality of flow paths 52 are provided therein.

The flange portion 53 is integrally formed with the main body 51 in the opposite direction of the drive plate 1. The flange portion 53 may be provided with a plurality of supply holes 54 communicating with the flow paths 52 through the connection flow path 55.

Here, the flow paths 52 are respectively formed at positions spaced in the circumferential direction along the longitudinal direction of the main body 51.

The flow path 52 may include a first flow path 52a connected to the first pressure chamber 18, a second flow path 52b connected to the first compensation chamber 20, and the second pressure chamber 31. And a third flow path 52c connected to the second flow path 52c and a fourth flow path 52d connected to the second compensation chamber 33.

In addition, the main body 51 includes a plurality of discharge holes 56 formed on the outer circumferential surface at positions spaced along the longitudinal direction with respect to the axial direction, and communicating with the flow paths 52, respectively.

The discharge holes 56 are connected to the first flow path 52a, and the pair of first discharge holes 56a and the second flow path 52b for discharging oil to the first pressure chamber 18. Connected to the second discharge hole 56b and the third flow path 52c for discharging the oil to the first compensation chamber 20 and to discharge the oil to the second pressure chamber 31. A pair of third discharge holes 56c and a pair of fourth discharge holes 56d connected to the fourth flow path 52d and discharging oil to the second compensation chamber 33. Can be.

The first, second, third, and fourth discharge holes 56a, 56b, 56c, and 56d may be formed at positions spaced apart at set angles along the circumferential direction on the outer circumferential surface of the main body 51, respectively. Can be.

Meanwhile, the first, second, third, and fourth flow paths 52a, 52b, 52c, and 52d may be configured as a pair of the first, second, third, and fourth discharge holes 56a, respectively. Corresponding to 56b, 56c, and 56d, they are formed at positions spaced apart in the circumferential direction from the inside of the main body 51, respectively, and two may be formed in a pair.

The supply holes 54 are formed at positions spaced apart at predetermined angles along the circumferential direction from one surface of the flange portion 53 facing the opposite side of the drive plate 1.

The supply holes 54 may include a first supply hole 54a connected to the first flow path 52a, a second supply hole 54b communicating with the second flow path 52b, and the third flow path 52c. And a third supply hole 54c connected to the fourth supply hole 54c and a fourth supply hole 54d connected to the fourth flow path 52d.

The first, second, third, and fourth supply holes 54a, 54b, 54c, and 54d are connected to the first, second, and fourth through the connection passage 55 formed in the flange portion 53. The third and fourth flow paths 52a, 52b, 52c, and 52d may be in communication with each other.

Here, inner ends of the first, second, third, and fourth flow paths 52a, 52b, 52c, and 52d at one end of the main body 51 facing the flange portion 53 with respect to the axial direction. The plug 58 may be provided to prevent the oil supplied through the supply hole 54 from leaking to the outside of the main body 51.

In addition, the fourth flow path 52d may have a clutch supply hole 59 formed at the other end of the main body 51 facing the drive plate 1 based on the axial direction.

The clutch supply hole 59 is supplied to the fourth flow path 52d toward the inner circumferential surface side of the second driven plate 23 at a position spaced apart from the second compensation chamber 33 toward the drive plate 1. Oil can be supplied.

That is, some of the oil supplied to the fourth flow path 52d is supplied to the second compensation chamber 33 through the fourth discharge hole 56d, and the remaining oil is supplied through the clutch supply hole 59. The discharge may be supplied to the second clutch pack 27 along the inner circumferential surface side of the second driven plate 23.

Meanwhile, the main body 51 includes a plurality of partition walls 57 protruding radially outward from an outer circumferential surface corresponding to the first, second, third, and fourth discharge holes 56a, 56b, 56c, and 56d. ) May be formed.

The partitions 57 are formed in the circumferential direction on the outer circumferential surface of the main body 51, and may form a plurality of oil flow spaces S between the carrier hubs 13.

The oil flow space S may be formed in the circumferential direction at positions spaced apart in the axial direction between the inner circumferential surface of the carrier hub 13 and the outer circumferential surface of the clutch support 50.

That is, the partitions 57 are formed in the first, second, third, and fourth discharge holes 56a, 56b, and 56c at positions corresponding to the respective oil holes H provided in the carrier hub 13. , 56d) can be partitioned respectively. At the same time, the partitions 57 may form an oil flow space S between each of the discharge holes 56 and the respective oil holes H.

Accordingly, the oil supplied through the clutch support 50 is more quickly and filled in the respective oil flow spaces S formed by the partitions 57 between the inner circumferential surfaces of the carrier hub 13. The first and second pressure chambers 18 and 31 and the first and second compensation chambers 20 and 33 may be smoothly supplied, respectively.

On the other hand, between the second cylinder 22 and the carrier ridge 5 may be provided with a cooling passage chamber 40 for receiving oil through the clutch support 50 and the carrier hub 13.

The cooling flow path chamber 40 is provided to the carrier hub 13 through the second supply hole 54b, the second flow path 52b, and the second discharge hole 56b of the clutch support 50 in sequence. Some of the oil supplied to the first compensation chamber 20 through the oil hole H may be supplied.

Meanwhile, a first orifice hole 42 through which the oil supplied to the cooling channel 40 is discharged is formed in the carrier ridge 5 corresponding to the cooling channel 40. In addition, a second orifice hole 44 is formed in the second piston 29 at a position corresponding to the first orifice hole 42.

Accordingly, the oil supplied to the cooling channel 40 is introduced into the inner circumferential surface space of the second driven plate 23 through the first orifice hole 42 and the second orifice hole 44. It may be supplied to the second clutch pack 27.

Here, the first and second driven plate (7, 23) is provided with flow holes (h), the first and second carriers (3, 21), the different flow holes (h, description of the oil to flow) For convenience, the same reference numerals are provided.

In other words, the first carrier 3 is provided with a plurality of flow holes h in the radial direction with respect to the center of rotation of the carrier hub 13. The flow holes h provided in the first carrier 3 may be arranged at intervals along the rotation direction of the carrier hub 13.

The first driven plate 7 is further provided with a plurality of flow holes h in the radial direction with respect to the center of rotation of the carrier hub 13, similarly to the first carrier 3. The flow holes h provided in the first driven plate 7 may be arranged at regular intervals along the rotation direction of the carrier hub 13.

As such, the flow holes h provided in the first carrier 3 and the distribution holes h provided in the first driven plate 7 are the first and second frictions of the first clutch pack 9. It serves to circulate the cooling oil between the plates (9a, 9b).

Preferably, the flow holes h of the first driven plate 7 are provided in the radial direction of the carrier hub 13, in particular, the flow holes h provided in the first driven plate 7 are first clutches. It may serve to supply a relatively uniform cooling oil between the packs (9).

In addition, the second carrier 21 is provided with another plurality of flow holes h in the radial direction with respect to the center of rotation of the carrier hub 13. The flow holes h provided in the second carrier 21 may be arranged at regular intervals along the rotation direction of the carrier hub 13.

The second driven plate 23 is further provided with a plurality of flow holes h in the radial direction with respect to the center of rotation of the carrier hub 13. The flow holes h provided in the second driven plate 23 may be arranged at regular intervals along the rotation direction of the carrier hub 13.

As such, the flow holes h provided in the second carrier 21 and the flow holes h provided in the second driven plate 23 may include the third and fourth friction plates of the second clutch pack 27. 27a, 27b) serves to circulate the cooling oil.

Preferably, the flow holes h of the second driven plate 23 are provided in the radial direction of the carrier hub 13, in particular, the flow holes h provided in the second driven plate 23 are second clutches. It may serve to supply a relatively uniform cooling oil between the packs (27).

Meanwhile, in the drawing, only one of the plurality of flow holes h formed in the first and second driven plates 7 and 23 is shown, but this is the first and second driven plates 7 and 23. This is because the flow holes h formed in the X are positioned differently from each other in the radial direction around the outer circumferential surfaces of the first and second driven plates 7 and 23.

Hereinafter, an operation process of the dual clutch device for a vehicle according to the exemplary embodiment of the present invention configured as described above will be described in detail.

6 is a view for explaining a process of the power transmission through the first clutch assembly in the vehicle dual clutch device according to an embodiment of the present invention, Figure 7 is a second in the vehicle dual clutch device according to an embodiment of the present invention A diagram for explaining a process of power transmission through the clutch assembly.

First, a process of transmitting the driving force of the engine to the transmission through the first clutch assembly C1 will be described with reference to FIG. 6.

The driving force of the engine is transmitted to the drive plate 1 through the drive spline hub 11. The driving force of the engine transmitted to the drive plate 1 is transmitted to the first carrier 3 and the carrier ridge 5. At this time, while the first carrier 3 rotates, the first friction plate 9a coupled to the first carrier 3 also rotates together.

In this state, the first supply hole 54a of the clutch support 50, the connection flow path 55, the first flow path 52a, and the first discharge hole 56a and the oil of the carrier hub 13 are provided. When the hydraulic pressure is supplied to the first pressure chamber 18 sequentially through the hole H, the first piston 17 moves in the direction in which the drive plate 1 is disposed, and thus the first clutch pack ( 9) Pressurize.

Then, the first and second friction plates 9a and 9b of the first clutch pack 9 are in close contact with each other to rotate integrally, and as the second friction plate 9b is rotated, driving force of the engine is increased. It is delivered to the first driven plate (7).

Here, the first notch 3a efficiently disperses the stress applied to the first carrier 3 from the first clutch pack 9 toward the radially outer side, and thus, the first carrier ( The durability of 3) can be improved.

Since the first driven plate 7 is connected to the first spline hub 15, the driving force is transmitted through the first output shaft OS1 to the gear train connected to the mating means or the hole means.

At this time, the first compensation chamber 20 has a second supply hole 54b of the clutch support 50 and a connection flow path 55 to prevent the oil pressure of the first pressure chamber 18 from being excessively increased. ), The second flow path 52b and the second discharge hole 56b and the oil hole H of the carrier hub 13 are sequentially supplied to supply oil to compensate oil pressure, thereby achieving smooth operation. To lose.

Here, the first packing part 7a prevents the oil supplied to the first clutch pack 9 from flowing outward in the axial direction toward the carrier ridge 5 to improve the supply efficiency of oil, and furthermore, The cooling efficiency of the first clutch pack 9 can be improved.

Meanwhile, a process of transmitting the driving force of the engine to the transmission through the second clutch assembly IC will be described with reference to FIG. 5.

As described above, the driving force of the engine input to the drive spline hub 11 is transmitted to the carrier ridge 5 through the first carrier 3.

The driving force of the engine transmitted to the carrier ridge 5 is transmitted to the second carrier 21 integrally coupled to the carrier ridge 5. At this time, while the second carrier 21 rotates, the third friction plate 27a coupled to the second carrier 21 also rotates together.

In this state, the oil pressure is released to the first pressure chamber 18, and the third supply hole 54c, the connection flow path 55, the third flow path 52c, and the third supply hole 54 of the clutch support 50 are released. When the hydraulic pressure is supplied to the second pressure chamber 31 by sequentially passing through the discharge hole 56c and the oil hole H of the carrier hub 13, the second piston 29 is connected to the drive plate ( The second clutch pack 27 is pressed while moving in the direction in which 1) is disposed.

Then, the third and fourth friction plates 27a and 27b of the second clutch pack 27 are in close contact with each other to rotate integrally, and as the fourth friction plate 27b is rotated, driving force of the engine is increased. It is transmitted to the second driven plate 23.

Here, the second notch portion 21a efficiently disperses the stress applied to the second carrier 21 from the second clutch pack 27 toward the radially outer side, and thus, the second carrier The durability of 21 can be improved.

Since the second driven plate 23 is connected to the second spline hub 25, the driving force is transmitted through the second output shaft OS2 to any one gear train connected to the mating means or the hole means. .

Accordingly, the second spline hub 25 may be connected to other mating means or hole means not connected to the first spline hub 15 to transmit a transmission driving force.

At this time, the second compensation chamber 33 has a fourth supply hole 54d of the clutch support 50 and a connection flow path 55 to prevent the oil pressure of the second pressure chamber 31 from being excessively increased. ), The fourth flow path 52d and the fourth discharge hole 56d and the oil hole H of the carrier hub 13 are sequentially supplied with oil to compensate for the oil pressure, thereby achieving smooth operation. To lose.

Here, the second packing part 23a prevents the oil supplied to the second clutch pack 27 from flowing outward in the axial direction toward the second piston 29 to improve the supply efficiency of the oil, Furthermore, the cooling efficiency of the second clutch pack 27 can be improved.

Meanwhile, referring to FIG. 8, the carrier hub positioned in correspondence with the second discharge hole 56b of the clutch support 50 to supply oil from the oil supply unit 70 to the first compensation chamber 20. Some of the oil supplied to the oil hole H of 13) is supplied to the cooling passage chamber 40.

The oil supplied to the cooling flow path chamber 40 passes through the second driven plate through the first orifice hole 42 of the carrier ridge 5 and the second orifice hole 44 provided in the second piston 29. The inner circumferential surface of 23 is transmitted to the space.

The oil supplied through the cooling channel chamber 40 flows through the flow holes h of the second driven plate 23, the second carrier 21, the first driven plate 7, and the first hole. The heat generated in the first clutch pack 9 and the second clutch pack 27 may be cooled while being moved through the flow holes h provided in the first carrier 3.

In addition, the inner peripheral surface side of the second driven plate 57 is supplied to the second compensation chamber 33 through the fourth discharge hole 56d between the second driven plate 23 and the second piston 29. Some of the oil may be supplied. At the same time, oil is also supplied to the inner circumferential surface side of the second driven plate 57 located close to the drive plate 1 side through the clutch supply hole 59.

That is, the cooling oil supplied to the flow holes h of the second driven plate 23 is supplied through the cooling flow passage chamber 40, and of the oil supplied to the second compensation chamber 33, A part and a clutch supply hole 59 of the clutch support 50 are also supplied.

In particular, the cooling oil supplied through the flow holes h provided in the second driven plate 23 has a constant pressure, and is relatively relatively to the flow holes h of the rotating second driven plate 23. It can be supplied at a uniform pressure.

In other words, a constant oil pressure may act on the inner circumferential surface side of the rotating second driven plate 23 regardless of the axial distance of the first clutch pack 9.

The cooling oil supplied relatively uniformly through the flow holes h of the second driven plate 23 is independent of the axial distance between the second clutch pack 27 and the first clutch pack 9. It can serve as a constant supply.

That is, the cooling oil may be prevented from occurring at a specific point by supplying a relatively uniform cooling oil in all regions in the axial direction of the first clutch pack 9 and the second clutch pack 27.

In addition, the first and second packing parts 7a and 23a formed on the first and second driven plates 7 and 23 may include the carrier ridge 5 and the cooling oil provided on the outer side in the axial direction. It is possible to prevent the flow toward the second piston 29 to improve the oil supply efficiency, thereby improving the cooling efficiency and durability of the first and second clutch pack (9, 27).

Therefore, when the dual clutch device for a vehicle according to the exemplary embodiment of the present invention configured as described above is applied, oil for operating the first and second pistons 17 and 29 through the clutch support 50 may be applied. By smoothly supplying oil and efficiently supplying oil to the first and second clutch packs 9 and 27, the operation responsiveness and operation reliability of the first and second pistons 17 and 19 can be improved. The cooling efficiency of the first and second clutch packs 9 and 27 can be improved.

In addition, the present invention forms a plurality of flow paths (52) for supplying oil when the clutch support (50) is manufactured, thereby improving the degree of freedom of layout of the flow paths (52) through which the oil passes, and manufacturing cost and assembly labor. It also has the effect of reducing productivity.

In addition, the present invention arranges the first and second pressure chambers 18 and 31 such that the first and second pistons 17 and 29 act in the same direction toward the drive plate 1 side. By reducing the overall length of the transmission, the mountability can be improved when mounted on a vehicle.

In addition, according to the present invention, since the second driven plate 23 is connected to the second spline hub 25 and serves as an output element, the second driven plate 23 supports the second clutch pack 27. Since a separate part supporting the inner circumferential portion of the driven plate 23 can be omitted, the assembly process can be reduced and the manufacturing cost can be reduced.

In addition, the present invention is the first and second notched portion bent radially outward to the first and second carriers 3 and 21 on which the first and second clutch packs 9 and 27 are mounted. By integrally forming (3a, 21a) by dispersing and reducing the stress that is loaded from the first and second clutch packs (9, 27) to the first and second carriers (3, 21), respectively, during operation. The overall durability of the dual clutch device can be improved.

Furthermore, the present invention also has the effect of improving the overall marketability through the operation performance, cooling efficiency, and durability of the dual clutch device.

As mentioned above, although this invention was demonstrated by the limited embodiment and drawing, this invention is not limited by this and is given by the person of ordinary skill in the art to the following, Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

1: drive plate 3: first carrier
3a: first notch portion 5: carrier ridge
7: first driven plate 7a: first packing part
9: first clutch pack 9a: first friction plate
9b: second friction plate 11: drive spline hub
13: carrier hub 15: first spline hub
16 first cylinder 17 first piston
18: first pressure chamber 19: return spring
20: first compensation chamber 21: second carrier
21a: second notch 22: second cylinder
23: second driven plate 23a: second packing part
25: 2nd spline hub 27: 2nd clutch pack
27a: third friction plate 27b: fourth friction plate
29: second piston 31: second pressure chamber
33: second compensation chamber 40: cooling flow chamber
42: first orifice hole 44: second orifice hole
50: clutch support 51: main body
52: flow path 53: flange portion
54 supply hole 55 connecting passage
56 discharge hole 57: partition wall
58: plug 59: clutch supply hole
C1: first clutch assembly C2: second clutch assembly
H: Oil hole h: Flow hole

Claims (18)

A drive plate to which a driving force of the engine is input;
A first carrier coupled to the drive plate to receive a driving force;
A carrier ridge extending from the first carrier and coupled to a centrally disposed carrier hub;
A first driven plate disposed on an inner circumferential surface side of the first carrier;
A first spline hub axially coupled to the first output shaft to be coupled to the first driven plate to transmit a driving force to the gear train;
A first clutch pack disposed between the first carrier and the first driven plate to transmit or block a driving force of the engine;
A second carrier coupled to the carrier ridge to receive a driving force;
A second driven plate disposed on an inner circumferential surface side of the second carrier;
A second spline hub which is connected to the second driven plate and formed in a hollow to transmit a driving force to a gear train, the second output shaft being axially coupled to a second output shaft disposed at a rotation center;
A second clutch pack disposed between the second carrier and the second driven plate to transmit or block a driving force of the engine;
A first piston coupled to the carrier hub on the outside of the first carrier and moving in the axial direction by hydraulic pressure to press the first clutch pack; And
And a second piston moving in the axial direction by hydraulic pressure to press the second clutch pack.
First and second pressure chambers configured to operate the first and second pistons;
First and second compensation chambers corresponding to the first and second pressure chambers;
Clutch support provided between the second output shaft and the carrier hub to supply oil to the first and second clutch packs, the first and second pressure chambers, and the first and second compensation chambers. ;
Dual clutch device for a vehicle further comprising. The method of claim 1,
The clutch support
A main body formed in a hollow cylindrical shape and having a plurality of flow paths therein; And
A flange part integrally formed in the main body in an opposite direction of the drive plate and having a plurality of supply holes communicating with the flow paths through a connection flow path;
Dual clutch device for a vehicle comprising a. The method of claim 2,
The flow path is
A first flow path connected to the first pressure chamber;
A second flow path connected to the first compensation chamber;
A third flow passage connected to the second pressure chamber; And
A fourth flow path connected to the second compensation chamber;
Dual clutch device for a vehicle comprising a. The method of claim 3,
The supply hole
A first supply hole connected to the first flow path;
A second supply hole communicating with the second flow path;
A third supply hole connected to the third flow path; And
A fourth supply hole connected to the fourth flow path;
Dual clutch device for a vehicle comprising a. The method of claim 3,
The main body is formed on the outer circumferential surface at a position spaced along the longitudinal direction relative to the axial direction, and includes a plurality of discharge holes in communication with the flow paths,
The discharge hole is
At least one first discharge hole connected to the first flow path and configured to discharge oil to the first pressure chamber;
At least one second discharge hole connected to the second flow path and configured to discharge oil to the first compensation chamber;
At least one third discharge hole connected to the third flow path and configured to discharge oil to the second pressure chamber; And
At least one fourth discharge hole connected to the fourth flow path and configured to discharge oil to the second compensation chamber;
Dual clutch device for a vehicle comprising a. The method of claim 5,
The first, second, third, and fourth discharge holes
Dual clutch device for a vehicle, characterized in that formed on the outer circumferential surface of the main body spaced apart at a set angle in the circumferential direction. The method of claim 5,
The main body
And a plurality of partition walls protruding radially outward from an outer circumferential surface corresponding to the first, second, third, and fourth discharge holes. The method of claim 7, wherein
The partition wall
It is formed in the circumferential direction on the outer circumferential surface of the main body, the vehicle dual clutch device, characterized in that to form an oil flow space between the carrier hub. The method of claim 5,
The carrier hub
A plurality of oils are disposed along the axial direction to introduce oil discharged from the first, second, third and fourth discharge holes into the first and second pressure chambers and the first and second compensation chambers, respectively. Dual clutch device for a vehicle, characterized in that the oil hole is formed. The method of claim 1,
The first pressure chamber is provided to move the first piston in a direction in which the drive plate is disposed between the first piston and the first cylinder coupled between the carrier hub and the first piston,
The first compensation chamber is arranged to compensate for overpressure on the opposite side of the first pressure chamber between the first piston and the second cylinder coupled to the carrier ridge between the carrier ridge and the first piston,
The second pressure chamber is provided to move the second piston in the direction in which the drive plate is disposed between the carrier ridge and the second piston,
And the second compensation chamber is arranged to compensate for overpressure on the opposite side of the second pressure chamber with respect to the second piston. The method of claim 9,
The first and second pressure chambers are disposed on the opposite side of the drive plate with respect to the carrier ridge,
The first compensation chamber is disposed on the drive plate side with respect to the first piston,
And the second compensation chamber is disposed on the drive plate side with respect to the second piston. The method of claim 9,
The dual clutch apparatus for a vehicle, characterized in that a cooling flow path chamber is provided between the second cylinder and the carrier ridge. The method of claim 12,
The carrier ridge is formed with a first orifice hole through which the oil supplied to the cooling channel chamber is discharged corresponding to the cooling channel chamber,
And the second orifice hole is formed at a position corresponding to the first orifice hole in the second piston. The method of claim 13,
The cooling channel chamber is supplied with oil through the clutch support and the carrier hub,
The oil supplied to the cooling channel chamber is introduced into the inner peripheral surface space of the second driven plate through the first and second orifice holes and supplied to the second clutch pack. The method of claim 1,
The clutch support
And a shaft coupled to the second output shaft between an outer circumferential surface of the second output shaft and an inner circumferential surface of the carrier hub. The method of claim 1,
Between the carrier ridge and the first piston
Dual clutch device for a vehicle, characterized in that the return spring is interposed. The method of claim 1,
The first carrier and the second carrier
Dual clutch device for a vehicle, which acts as an input member. The method of claim 1,
The first driven plate and the second driven plate
Dual clutch device for a vehicle, characterized in that acts as an output member.

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