U.S. patent application number 16/787530 was filed with the patent office on 2021-03-18 for cone clutch for vehicle.
This patent application is currently assigned to Hyundai Motor Company. The applicant listed for this patent is Hyundai Motor Company, Kia Motors Corporation. Invention is credited to Jong Yun PARK.
Application Number | 20210079958 16/787530 |
Document ID | / |
Family ID | 1000004651826 |
Filed Date | 2021-03-18 |
United States Patent
Application |
20210079958 |
Kind Code |
A1 |
PARK; Jong Yun |
March 18, 2021 |
CONE CLUTCH FOR VEHICLE
Abstract
A cone clutch for a vehicle including a hub, a sleeve, and a
clutch ring including a clutch cone, may further include a first
friction ring for forming frictional force with the clutch cone, an
internal middle cone, a second friction ring, an external middle
cone, and a third friction ring, which are sequentially mounted to
be brought into contact with each other. When the third friction
ring is pressed by the sleeve and the third friction ring, the
external middle cone, the second friction ring, the internal middle
cone, the first friction ring, and the clutch cone are sequentially
brought into close contact with each other, the distances from the
hub in an axial direction gradually increase in the order of the
first friction ring, the internal middle cone, the second friction
ring, the external middle cone, and the third friction ring.
Inventors: |
PARK; Jong Yun;
(Hwaseong-Si, KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company
Kia Motors Corporation |
Seoul
Seoul |
|
KR
KR |
|
|
Assignee: |
Hyundai Motor Company
Seoul
KR
Kia Motors Corporation
Seoul
KR
|
Family ID: |
1000004651826 |
Appl. No.: |
16/787530 |
Filed: |
February 11, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16D 13/32 20130101;
F16D 13/74 20130101 |
International
Class: |
F16D 13/32 20060101
F16D013/32; F16D 13/74 20060101 F16D013/74 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 16, 2019 |
KR |
10-2019-0113283 |
Claims
1. A cone clutch for a vehicle, the cone clutch apparatus
comprising: a hub mounted on a rotation shaft such that an axial
movement and a rotation of the hub are restrained; a sleeve mounted
on an external side of the hub such that a rotation of the sleeve
is restrained and an axial movement of the sleeve is allowed; a
clutch ring mounted such that an axial movement of the clutch ring
is restrained and a rotation of the clutch ring is allowed relative
to the rotation shaft, the clutch ring being integrally mounted
with a clutch cone protruding toward the hub such that an external
diameter of the clutch cone is formed to decrease toward the hub; a
first friction ring mounted between the clutch ring and the hub
such that a rotation of the first friction ring is restrained
relative to the hub, the first friction ring being configured to be
pressed toward the clutch ring in an axial direction of the first
friction ring to apply frictional force with the clutch cone; an
internal middle cone mounted such that a rotation of the internal
middle cone is restrained relative to the clutch ring, the internal
middle cone including an internal side surface formed to be brought
into contact with an external side surface of the first friction
ring; a second friction ring mounted such that a rotation of the
second friction ring is restrained relative to the hub, the second
friction ring including an internal side surface formed to be
brought into contact with an external side surface of the internal
middle cone; an external middle cone mounted such that a rotation
of the external middle cone is restrained relative to the clutch
ring, the external middle cone including an internal side surface
formed to be brought into contact with an external side surface of
the second friction ring; and a third friction ring mounted such
that a rotation of the third friction ring is restrained relative
to the hub, the third friction ring including an internal side
surface formed to be brought into contact with an external side
surface of the external middle cone when pressed by the sleeve,
wherein, when the third friction ring is pressed by the sleeve and
the third friction ring, the external middle cone, the second
friction ring, the internal middle cone, the first friction ring,
and the clutch cone are sequentially brought into contact with each
other, distances from the hub in an axial direction of the clutch
cone increase in order of the first friction ring, the internal
middle cone, the second friction ring, the external middle cone,
and the third friction ring.
2. The cone clutch apparatus according to claim 1, wherein
distances from the hub to the first friction ring, the internal
middle cone, the second friction ring, the external middle cone,
and the third friction ring in the axial direction increase in an
order to be multiples of a distance from the hub to the first
friction ring.
3. The cone clutch apparatus according to claim 1, wherein a
surface of the hub that faces the first friction ring, the internal
middle cone, the second friction ring, the external middle cone,
and the third friction ring forms a plane perpendicular to the
rotation shaft.
4. The cone clutch apparatus according to claim 1, wherein the hub
includes a hub passage formed in the hub to allow oil received
through an interior of the rotation shaft to pass therethrough in a
radial direction of the hub, wherein the clutch ring includes a
clutch ring passage formed therein to allow oil supplied through
the hub passage to pass therethrough in a radial direction of the
clutch ring, wherein the first friction ring is mounted such that
one side of the first friction ring is located closer to the hub
than a center portion of the clutch ring passage, wherein the
internal middle cone is mounted at one side of the internal middle
cone with a first inclined surface formed to be pressed toward the
hub by oil moving through the clutch ring passage in a radial
direction of the rotation shaft, wherein the second friction ring
is mounted at one side of the second friction ring with a second
inclined surface formed to be pressed toward the hub by oil that
has passed through the first inclined surface, and wherein the
external middle cone is mounted at one side of the external middle
cone with a third inclined surface formed to be pressed toward the
hub by oil that has passed through the second inclined surface.
5. The cone clutch apparatus according to claim 4, wherein an angle
formed between the second inclined surface and the rotation shaft
is smaller than an angle formed between the first inclined surface
and the rotation shaft, and wherein an angle formed between the
third inclined surface and the rotation shaft is smaller than the
angle formed between the second inclined surface and the rotation
shaft.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority to Korean Patent
Application No. 10-2019-0113283, filed on Sep. 16, 2019, the entire
contents of which is incorporated herein for all purposes by this
reference.
BACKGROUND OF THE PRESENT INVENTION
Field of the Invention
[0002] The present invention relates to a clutch for a vehicle, and
more particularly to a structure of a clutch applicable to a
transmission or the like.
Description of Related Art
[0003] A plurality of clutches is used for a transmission of a
vehicle to allow or interrupt the transmission of power between
rotation bodies, which rotate relative to each other.
[0004] It is desired for a clutch to have large torque transmission
capacity while having as small a volume as possible. However, the
volume of the clutch is typically increased in proportion to an
increase in torque transmission capacity.
[0005] Furthermore, when it is desired to increase the torque
transmission capacity of the clutch, it is necessary to increase a
friction area for generating frictional force. In a structure in
which a friction area is increased using a large number of parts,
intervals between the parts, which form the friction area, need to
be appropriately secured in a disengaged state, in which the
transmission of power is interrupted, to prevent the occurrence of
drag and consequently to improve the fuel efficiency of a
vehicle.
[0006] The information disclosed in this Background of the
Invention section is only for enhancement of understanding of the
general background of the invention and may not be taken as an
acknowledgement or any form of suggestion that this information
forms the prior art already known to a person skilled in the
art.
BRIEF SUMMARY
[0007] Various aspects of the present invention are directed to
providing a cone clutch for a vehicle, which realizes relatively
large torque transmission capacity while having a simple and
compact configuration and a relatively small volume, and minimizes
the generation of frictional force in a friction surface in a
disengaged state, in which the transmission of power is
interrupted, reducing the occurrence of drag and consequently
improving the fuel efficiency of a vehicle.
[0008] In accordance with various aspects of the present invention,
the above and other objects may be accomplished by the provision of
a cone clutch for a vehicle including a hub mounted on a rotation
shaft such that the axial movement and rotation thereof are
restrained, a sleeve mounted on the external side of the hub such
that the rotation thereof is restrained and the axial movement
thereof is allowed, a clutch ring mounted such that the axial
movement thereof is restrained and the rotation thereof is allowed
relative to the rotation shaft, the clutch ring being integrally
provided with a clutch cone protruding toward the hub such that the
external diameter thereof gradually decreases toward the hub, a
first friction ring mounted between the clutch ring and the hub
such that the rotation thereof is restrained relative to the hub,
the first friction ring being configured to be pressed toward the
clutch ring in an axial direction thereof to form frictional force
with the clutch cone, an internal middle cone mounted such that the
rotation thereof is restrained relative to the clutch ring, the
internal middle cone having an internal side surface formed to be
brought into contact with the external side surface of the first
friction ring, a second friction ring mounted such that the
rotation thereof is restrained relative to the hub, the second
friction ring having an internal side surface formed to be brought
into contact with the external side surface of the internal middle
cone, an external middle cone mounted such that the rotation
thereof is restrained relative to the clutch ring, the external
middle cone having an internal side surface formed to be brought
into contact with the external side surface of the second friction
ring, and a third friction ring mounted such that the rotation
thereof is restrained relative to the hub, the third friction ring
having an internal side surface formed to be brought into contact
with the external side surface of the external middle cone when
pressed by the sleeve. When the third friction ring is pressed by
the sleeve and the third friction ring, the external middle cone,
the second friction ring, the internal middle cone, the first
friction ring, and the clutch cone are sequentially brought into
close contact with each other, the distances from the hub in an
axial direction may gradually increase in the order of the first
friction ring, the internal middle cone, the second friction ring,
the external middle cone, and the third friction ring.
[0009] The distances from the hub to the first friction ring, the
internal middle cone, the second friction ring, the external middle
cone, and the third friction ring in the axial direction may
gradually increase in that order to be multiples of the distance
from the hub to the first friction ring.
[0010] The surface of the hub that faces the first friction ring,
the internal middle cone, the second friction ring, the external
middle cone, and the third friction ring may form a plane
perpendicular to the rotation shaft.
[0011] The hub may have a hub passage formed therein to allow oil
received through the interior of the rotation shaft to pass
therethrough in a radial direction of the hub. The clutch ring may
have a clutch ring passage formed therein to allow oil supplied
through the hub passage to pass therethrough in a radial direction
of the clutch ring. The first friction ring may be mounted such
that one side thereof is located closer to the hub than the center
portion of the clutch ring passage. The internal middle cone may be
provided at one side thereof with a first inclined surface formed
to be pressed toward the hub by oil moving through the clutch ring
passage in a radial direction of the rotation shaft. The second
friction ring may be provided at one side thereof with a second
inclined surface formed to be pressed toward the hub by oil that
has passed through the first inclined surface. The external middle
cone may be provided at one side thereof with a third inclined
surface formed to be pressed toward the hub by oil that has passed
through the second inclined surface.
[0012] The angle formed between the second inclined surface and the
rotation shaft may be smaller than the angle formed between the
first inclined surface and the rotation shaft, and the angle formed
between the third inclined surface and the rotation shaft may be
smaller than the angle formed between the second inclined surface
and the rotation shaft.
[0013] The methods and apparatuses of the present invention have
other features and advantages which will be apparent from or are
set forth in more detail in the accompanying drawings, which are
incorporated herein, and the following Detailed Description, which
together serve to explain certain principles of the present
invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a cross-sectional view taken in a rotation-axial
direction of a cone clutch for a vehicle according to an exemplary
embodiment of the present invention;
[0015] FIG. 2 is an exploded perspective view of the clutch shown
in FIG. 1;
[0016] FIG. 3 is a view showing a hub shown in FIG. 2;
[0017] FIG. 4 is a view showing the engaged state of the clutch
shown in FIG. 1, in which the transmission of torque is allowed;
and
[0018] FIG. 5 is a view showing the disengaged state of the clutch
shown in FIG. 1, in which the transmission of torque is
interrupted.
[0019] It may be understood that the appended drawings are not
necessarily to scale, presenting a somewhat simplified
representation of various features illustrative of the basic
principles of the present invention. The specific design features
of the present invention as included herein, including, for
example, specific dimensions, orientations, locations, and shapes
will be determined in part by the particularly intended application
and use environment.
[0020] In the figures, reference numbers refer to the same or
equivalent portions of the present invention throughout the several
figures of the drawing.
DETAILED DESCRIPTION
[0021] Reference will now be made in detail to various embodiments
of the present invention(s), examples of which are illustrated in
the accompanying drawings and described below. While the present
invention(s) will be described in conjunction with exemplary
embodiments of the present invention, it will be understood that
the present description is not intended to limit the present
invention(s) to those exemplary embodiments. On the other hand, the
present invention(s) is/are intended to cover not only the
exemplary embodiments of the present invention, but also various
alternatives, modifications, equivalents and other embodiments,
which may be included within the spirit and scope of the present
invention as defined by the appended claims.
[0022] Reference will now be made in detail to the exemplary
embodiments of the present invention, examples of which are
illustrated in the accompanying drawings. Wherever possible, the
same reference numbers will be used throughout the drawings to
refer to the same or like parts.
[0023] Referring to FIG. 1, FIG. 2, FIG. 3, FIG. 4, and FIG. 5, a
cone clutch for a vehicle according to an exemplary embodiment of
the present invention includes a hub 3 mounted on a rotation shaft
1 such that the axial movement and rotation thereof are restrained,
a sleeve 5 mounted on the external side of the hub 3 such that the
rotation thereof is restrained and the axial movement thereof is
allowed, a clutch ring 9 mounted such that the axial movement
thereof is restrained and the rotation thereof is allowed relative
to the rotation shaft 1, the clutch ring 9 being integrally
provided with a clutch cone 7 protruding toward the hub 3 such that
the external diameter thereof gradually decreases toward the hub 3,
a first friction ring 11 mounted between the clutch ring 9 and the
hub 3 such that the rotation thereof is restrained relative to the
hub 3, the first friction ring 11 being configured to be pressed
toward the clutch ring 9 in an axial direction thereof to form
frictional force with the clutch cone 7, an internal middle cone 13
mounted such that the rotation thereof is restrained relative to
the clutch ring 9, the internal middle cone 13 having an internal
side surface formed to be brought into contact with the external
side surface of the first friction ring 11, a second friction ring
15 mounted such that the rotation thereof is restrained relative to
the hub 3, the second friction ring 15 having an internal side
surface formed to be brought into contact with the external side
surface of the internal middle cone 13, an external middle cone 17
mounted such that the rotation thereof is restrained relative to
the clutch ring 9, the external middle cone 17 having an internal
side surface formed to be brought into contact with the external
side surface of the second friction ring 15, and a third friction
ring 19 mounted such that the rotation thereof is restrained
relative to the hub 3, the third friction ring 19 having an
internal side surface formed to be brought into contact with the
external side surface of the external middle cone 17 when pressed
by the sleeve 5.
[0024] That is, the cone clutch according to an exemplary
embodiment of the present invention is configured to switch between
an engaged state, in which torque is transmitted between the hub 3
and the clutch ring 9, and a disengaged state, in which the
transmission of torque therebetween is interrupted, in the state in
which the hub 3 is mounted on the rotation shaft 1 such that the
axial movement and rotation thereof are restrained and in which the
clutch ring 9 is mounted such that the axial movement thereof is
restrained and the rotation thereof is allowed. Furthermore, a gear
is integrally coupled to the clutch ring 9, and thus the cone
clutch of the present invention ultimately allows or interrupts the
transmission of power between the rotation shaft 1 and the
gear.
[0025] Referring to FIG. 2, a gear 21 is integrally coupled to the
clutch ring 9.
[0026] The cone clutch of the present invention is configured for
continuously changing the torque which is transmitted by
continuously varying the frictional force between the hub 3 and the
clutch ring 9, rather than transmitting torque using gears engaged
with each other like a conventional synchromesh mechanism.
[0027] As used herein, the term "axial direction" is the
longitudinal direction of the rotation shaft 1, and the term
"radial direction" is the radial direction of the rotation shaft 1.
In the engaged state shown in FIG. 4, the first friction ring 11,
the second friction ring 15, and the third friction ring 19, which
rotate along with the hub 3, are brought into close contact with
the internal middle cone 13 and the external middle cone 17, which
rotate along with the clutch ring 9, to form frictional force,
allowing the transmission of power between the hub 3 and the clutch
ring 9. In the disengaged state shown in FIG. 5, the first friction
ring 11, the second friction ring 15, and the third friction ring
19 may rotate along with the hub 3, and the internal middle cone 13
and the external middle cone 17 may rotate along with the clutch
ring 9 at a different speed from the hub 3.
[0028] As shown in FIG. 4, the third friction ring 19 is pressed by
the sleeve 5, so that the third friction ring 19, the external
middle cone 17, the second friction ring 15, the internal middle
cone 13, the first friction ring 11, and the clutch cone 7 are
sequentially brought into close contact with each other. The in the
instant state, as shown in FIG. 1, the distances from the hub 3 in
the axial direction gradually increase in the order of the first
friction ring 11, the internal middle cone 13, the second friction
ring 15, the external middle cone 17, and the third friction ring
19.
[0029] FIG. 4 shows the engaged state in which the sleeve 5 presses
the third friction ring 19 so that torque is transmitted between
the hub 3 and the clutch ring 9. FIG. 1 shows the state in which
only the sleeve 5 is retreated to a neutral position from the state
shown in FIG. 4 to compare the distance from the hub 3 to the third
friction ring 19 in the axial direction with the distances from the
hub 3 to the other components in the axial direction thereof.
[0030] That is, when the third friction ring 19 is pressed by the
sleeve 5 and thus the third friction ring 19, the external middle
cone 17, the second friction ring 15, the internal middle cone 13,
the first friction ring 11, and the clutch cone 7 are sequentially
brought into close contact with each other and are moved toward the
clutch ring 9 to the maximum extent, the distances from the hub 3
gradually increase in the order of the first friction ring 11, the
internal middle cone 13, the second friction ring 15, the external
middle cone 17, and the third friction ring 19.
[0031] Accordingly, since the distances from the hub 3 to the above
components (the first friction ring 11, the internal middle cone
13, the second friction ring 15, the external middle cone 17, and
the third friction ring 19) gradually increase in the radial
direction of the rotation shaft 1 in the state in which the above
components are in close contact with each other and are moved
toward the clutch ring 9 to the maximum extent, when the above
components are brought into close contact with the hub 3, as shown
in FIG. 5, gaps G are naturally formed between the above components
due to the structural characteristics thereof.
[0032] If gaps G are formed between the components as described
above, almost no frictional force may be generated between the
components, and thus the occurrence of drag may be greatly
reduced.
[0033] The state shown in FIG. 5 is the disengaged state of the
cone clutch of the present invention, in which the transmission of
power is interrupted. In the instant state, almost no drag occurs
between the components, minimizing the amount of power
unnecessarily consumed during travel of a vehicle and consequently
improving the fuel efficiency of the vehicle.
[0034] In the engaged state shown in FIG. 4, the first friction
ring 11, the second friction ring 15, and the third friction ring
19, which rotate along with the hub 3, are brought into close
contact with the internal middle cone 13 and the external middle
cone 17, which rotate along with the clutch ring 9, to form
frictional force, allowing the transmission of power between the
hub 3 and the clutch ring 9. In the disengaged state shown in FIG.
5, the first friction ring 11, the second friction ring 15, and the
third friction ring 19 may rotate along with the hub 3, and the
internal middle cone 13 and the external middle cone 17 may rotate
along with the clutch ring 9 at a different speed from the hub
3.
[0035] In the exemplary embodiment of the present invention, the
distances from the hub 3 to the first friction ring 11, the
internal middle cone 13, the second friction ring 15, the external
middle cone 17, and the third friction ring 19 in the axial
direction gradually increase in that order to be multiples of the
distance D from the hub 3 to the first friction ring 11.
[0036] Therefore, as shown in FIG. 5, in the state in which the
above components are in close contact with the hub 3, uniform gaps
are formed between the above components, preventing gaps G between
specific components from being formed to be smaller or larger and
consequently preventing the increase in drag in a local area.
[0037] In the exemplary embodiment of the present invention, the
surface of the hub 3 that faces the first friction ring 11, the
internal middle cone 13, the second friction ring 15, the external
middle cone 17, and the third friction ring 19 forms a plane
perpendicular to the rotation shaft 1.
[0038] Furthermore, the hub 3 has a hub passage 23 formed therein,
through which oil received through the interior of the rotation
shaft 1 passes in the radial direction of the hub 3. The clutch
ring 9 has a clutch ring passage 25 formed therein, through which
oil supplied through the hub passage 23 passes in the radial
direction of the clutch ring 9. The first friction ring 11 is
mounted such that one side thereof is located closer to the hub 3
than the center portion of the clutch ring passage 25. The internal
middle cone 13 is provided at one side thereof with a first
inclined surface 27, which is pressed toward the hub 3 by the oil
moving through the clutch ring passage 25 in the radial direction
of the rotation shaft 1. The second friction ring 15 is provided at
one side thereof with a second inclined surface 29, which is
pressed toward the hub 3 by the oil that has passed through the
first inclined surface 27. The external middle cone 17 is provided
at one side thereof with a third inclined surface 31, which is
pressed toward the hub 3 by the oil that has passed through the
second inclined surface 29.
[0039] Thus, the above components receive force by which the above
components are moved toward the hub 3 due to the flow of the oil
that moves in the radial direction of the rotation shaft 1 through
the hub passage 23 and the clutch ring passage 25.
[0040] That is, in the state in which the sleeve 5 does not press
the third friction ring 19 toward the clutch ring 9, the above
components are basically pressed toward the hub 3 by the flow of
oil.
[0041] Thus, in the state in which the sleeve 5 is in the neutral
state, as shown in FIG. 1, the above components are naturally
pressed toward the hub 3 by the flow of oil, forming the disengaged
state shown in FIG. 5, in which the occurrence of drag is
minimized.
[0042] Since the one side of the first friction ring 11 is located
closer to the hub 3 than the center portion of the clutch ring
passage 25, the first friction ring 11 is pressed by the oil
discharged in the radial direction via the hub passage 23 and the
clutch ring passage 25. As a result, the first friction ring 11 is
pressed toward the hub 3.
[0043] The angle formed between the second inclined surface 29 of
the second friction ring 15 and the rotation shaft 1 is smaller
than the angle formed between the first inclined surface 27 of the
internal middle cone 13 and the rotation shaft 1. The angle formed
between the third inclined surface 31 of the external middle cone
17 and the rotation shaft 1 is smaller than the angle formed
between the second inclined surface 29 of the second friction ring
15 and the rotation shaft 1. As a result, the oil discharged in the
radial direction via the hub passage 23 and the clutch ring passage
25 sequentially applies pressure to the first inclined surface 27,
the second inclined surface 29, and the third inclined surface
31.
[0044] As described above, due to the structural characteristics
that the first friction ring 11, the internal middle cone 13, the
second friction ring 15, the external middle cone 17, and the third
friction ring 19 exhibit together with the hub 3 and the clutch
ring 9, in the engaged state, in which power is transmitted between
the hub 3 and the clutch ring 9, a relatively large friction area
is formed within a relatively small volume, providing increased
torque transmission capacity, and in the disengaged state, in which
the transmission of power is interrupted, gaps G are naturally
secured between the components used to form the friction surface,
minimizing the occurrence of drag and consequently improving the
fuel efficiency of a vehicle.
[0045] As is apparent from the above description, various aspects
of the present invention are directed to providing a cone clutch
for a vehicle, which realizes relatively large torque transmission
capacity while having a simple and compact configuration and a
relatively small volume, and minimizes the generation of frictional
force in a friction surface in a disengaged state, in which the
transmission of power is interrupted, reducing the occurrence of
drag and consequently improving the fuel efficiency of a
vehicle.
[0046] For convenience in explanation and accurate definition in
the appended claims, the terms "upper", "lower", "inner", "outer",
"up", "down", "upwards", "downwards", "front", "rear", "back",
"inside", "outside", "inwardly", "outwardly", "internal",
"external", "inner", "outer", "forwards", and "backwards" are used
to describe features of the exemplary embodiments with reference to
the positions of such features as displayed in the figures. It will
be further understood that the term "connect" or its derivatives
refer both to direct and indirect connection.
[0047] The foregoing descriptions of specific exemplary embodiments
of the present invention have been presented for purposes of
illustration and description. They are not intended to be
exhaustive or to limit the present invention to the precise forms
disclosed, and obviously many modifications and variations are
possible in light of the above teachings. The exemplary embodiments
were chosen and described to explain certain principles of the
present invention and their practical application, to enable others
skilled in the art to make and utilize various exemplary
embodiments of the present invention, as well as various
alternatives and modifications thereof. It is intended that the
scope of the present invention be defined by the Claims appended
hereto and their equivalents.
* * * * *