DESC:FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

TITLE OF THE INVENTION
“MULTI-PLATE WET CLUTCH ASSEMBLY FOR A VEHICLE”

Endurance Technologies Limited
E-92, M.I.D.C. Industrial Area, Waluj,
Aurangabad – 431136, Maharashtra, India

The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed.

Field of Invention

The present invention is related to multiplate wet clutches provided in motor vehicles. More particularly, the present invention is related to multi-plate wet clutch assembly for a two and three wheeled vehicles wherein the hub clutch is profiled to house a single compression spring.

Background of the Invention

Conventional multiplate wet clutch assemblies generally comprises of wheel clutch, a stack of friction plates and steel plates, a hub clutch, four compression springs, a rectangular clutch holder fitted with a plurality of bolts with the four lugs of the wheel clutch. The wheel clutch has an opening at its center to accommodate the input shaft and it has four lugs integrated with the wheel clutch around its central opening. The plate stack of the friction plates and steel plates arranged alternatively is mounted on the splined portion of the hub clutch. This conventional design of multiplate wet clutch is subjected to variety of limitations. Since it has four compression springs and these springs are subjected to mechanical and thermal stresses during clutching action, it leads to variation in load and variation in free length of compression springs based on its usage. The variation in loosening of the four compression springs leads to addition of error affecting the performance of the clutch assembly. The inconsistency in load on the compression springs leads to inconsistency in dynamic capacity of clutch which results in inefficient clutching action and reduced life of clutch assembly.

Therefore, given the known limitations of conventional solutions clutch assemblies particularly for the two and three wheeled vehicles, there exists a long pending unmet need for providing a multiplate wet clutch assembly that ensures consistent dynamic torque in clutch leading to improvement in the clutch life and its performance.

Objectives of the Present Invention

The main object of the present invention is to provide a multiplate wet clutch assembly for a vehicle that addresses the limitations of the conventional solutions.

Another objective of the present invention is to provide a multiplate wet clutch assembly that ensures consistent dynamic torque in clutch leading to improvement in the clutch life and its performance.

Yet another objective of the present invention is to provide a multiplate wet clutch assembly that does not require any additional component and/or process for its manufacturing and assembly.

Still another objective of the present invention is to provide a multiplate wet clutch assembly wherein the hub clutch is provided with a uniquely profiled groove for seating the compression spring in the space between the lug openings and the hub insert.

Yet, further objective of the present invention is to provide a multiplate wet clutch assembly wherein the hub insert and the profiled groove jointly accommodates a single compression spring in such way that it does not touch the outer surface of the lugs and maintains the uniform spacing from each of the lugs in its assembled condition.

Further the objective of the present invention is to provide a multiplate wet clutch assembly that provides reduction in weight of the clutch assembly, simplified assembly process of the clutch assembly leading to reduction in cycle time of assembly.

Description of Drawings

This invention is illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiment described herein and advantages thereof will be better understood from the following description when read in conjunction with the drawings listed below, wherein

Figure 1 discloses the exploded view of the multi-plate wet clutch assembly in accordance with the present invention.

Figure 2 shows perspective view (assembled condition) of the multi-plate wet clutch assembly as per the present invention.

Figure 3 presents the cut-sectional view of the multi-plate wet clutch assembly disclosing the compression spring housed in the hub clutch as per the present invention.

Figure 4a describes the front perspective view of the clutch housing from gear side (outer side) of the multi-plate wet clutch assembly as per the present invention.

Figure 4b describes the perspective view of the clutch housing from the inner side of the multi-plate wet clutch assembly as per the present invention.
Figures 5a and 5b disclose perspective view of the wheel clutch from the inner side and outer side respectively of the multi-plate wet clutch assembly as per the present invention.

Figure 6a shows the perspective view of the hub clutch whereas Figure 6b shows the front face view of the hub clutch of the multi-plate wet clutch assembly as per the present invention.

Figures 7a and 7b describe the front and top view of the compression spring of the multi-plate wet clutch assembly as per the present invention.

Figure 8 presents the comparison of wear curves due friction of plates of the multiplate wet clutch of the present invention and the conventional clutch assemblies of the prior art.

Detailed Description of the Present Invention

The invention will now be described in detail with reference to the accompanying drawings which must not be viewed as restricting the scope and ambit of the invention. Referring to Figs. 1 to 3, the multi-plate wet clutch assembly (300) comprises of a housing clutch assembly (100) and a plate clutch assembly (200). The housing clutch assembly (100) comprises of a housing (10), a gear (12) and a damper plate (14).

Referring to Figs. 4a and 4b, the housing (10) of the housing clutch assembly (100) is configured to have cylindrical structure with a closed side (10CS) and an open side (10OS). The closed side (10CS) has a circular projection (15) and a circumferential cylindrical portion (10CP). The said circular projection (15) projects out from a flat surface (10FS) of the closed side (10CS) in an opposite direction to the open side (10OS) of clutch housing (10) and the circumferential cylindrical portion (10CP) projects out circumferentially from an inclined circumferential surface (10AS) towards the open side (10OS) of the clutch housing. The inclined circumferential surface (10AS) is formed circumferentially around the flat surface (10FS) of the clutch housing (10). The said circumferential portion (10CP) forms a cavity (10C) in the open side (10OS) of the housing (10) and the circumferential cylindrical portion (10CP) is configured to have a plurality of slots (10S) for mounting of friction plates (54) with matching outer projections (54P) of the friction plates (54). The circular projection (15) forms an opening (11) in the center of the clutch housing (10). The said opening (11) and the circular projection (15) provide the required confined space for accommodating and supporting a gear (12) and a clutch actuation means (not shown). The clutch actuation means (not shown) is typically linked with a clutch lever that is mounted either on the handlebar or along with other foot pedal of the motor vehicle user. The flat surface (10FS) is configured to have a plurality of spring seats (10R) formed on the flat surface (10FS) of the clutch housing (10). Further, the said flat surface also has a plurality of hollow cylindrical projections (10P) projecting out from the flat surface (10FS) to receive the rivets (16) therein so as to fit the gear (12) with the housing clutch (10).

Referring to Figs. 1 to 3, the gear (12) is configured to have a plurality of teeth (12T) on its outer peripheral surface, a central opening (12OP) at the center of the gear (12), a plurality of spring pockets (12SP1, 12SP2, 12SP3, 12SP4, 12SP5), and three elliptical slots (12ES1, 12ES2, 12ES3) formed in between the outer diameter of the central opening (12OP) and the inner diameter of the teeth periphery (12T). The spring pockets (12SP4) and (12SP5) are formed diametrically opposite to each other and the spring pockets (12SP1) is formed at 45° measured with geometric axis of the respective spring pocket (12SP4) in clock-wise direction whereas the pocket (12SP2) is formed at 45° measured with geometric axis of the respective spring pocket (12SP5) in anti-clockwise direction. The third spring pocket (12SP3) is formed at 90° measured with geometric axis of the spring pocket (12SP4) in anti-clockwise direction. The elliptical slot (12ES1) is formed in between the spring pockets (12SP1) and (12SP2) while the elliptical slots (12ES2) and (12ES3) are formed alternately in between the spring pockets (12SP4, 12SP3, 12SP5). The said spring pockets (12SP1, 12SP2, 12SP3) houses the damper springs (12b1) and the spring pockets (12SP4, 12SP5) houses the damper springs (12b2). The damper springs (12b1) and the damper springs (12b2) are differing in their spring rate, sometimes called as spring constant. Further, the gear (12) is fitted with the clutch housing (10) by getting the projections (10P) of the housing clutch inserted into the elliptical slots (12ES1, 12ES2, 12ES3) and locked there with the help of rivets (16) wherein said rivets (16) are getting inserted into the openings on the projections (10P) of the housing clutch (10). The teeth (12T) of the gear (12) are in mesh with an output shaft of the engine (not shown) for transmitting torque/power to the clutch assembly (300).

The damper plate (14) is configured to have a front face (14F), a rear face (14B), a central opening (14C), five spring pockets (14SP1 to 14P5) and three rivet receiving openings (14RO1 to 14RO3). The said spring pockets (14SP1-14P5) are formed in such a way that it maintains the angular orientation with the corresponding spring pockets (12SP1 to 12SP5) of the gear (12). The rivet receiving openings (14RO1) is formed in between the spring pockets (14SP1 and 14SP2) and the rivet receiving openings (14RO2) and (14RO3) are formed alternately in between the spring pockets (14SP4, 14SP3, 14SP5).

The gear (12) is configured to house a belleville spring (12a) and a plurality of damper springs (12b1 and 12b2). The spring pockets (12SP1, 12SP, 12SP3) of the gear (12), corresponding spring pockets (14SP1, 14SP2, 14SP3) of the damper plate (14) and spring seats (10R) of the clutch housing (10) jointly houses the damper springs (12b1) whereas the spring pockets (12SP4, 12SP5) of the gear (12), corresponding spring pockets (14SP4, 14SP5) of the damper plate (14) and spring seats (10R) of the clutch housing (10) collectively houses the damper springs (12b2). The rivets (16) are inserted in the rivet receiving opening (14RO1, 14RO2, 14RO3) of the damper plate (14) and then passes through the hollow cylindrical projections (10P) of the clutch housing before the riveting operation is performed. Thus, the gear (12) along with the damper plate (14) is attached to the closed side (10CS) of the housing (10) and riveting is done to form the housing clutch assembly (100).

Referring to Figs. 1 to 3, the plate clutch assembly (200) of the multi-plate wet clutch comprises of a wheel clutch (50), a plurality of steel plates (52), a plurality of friction plates (54), a hub clutch (56), a compression spring (58), a clutch holder (60) and a plurality of bolts (62). The wheel clutch (50) is configured to have a front side (50FS) and a back side (50BS) (refer Figs. 5a and 5b). The front side (50FS) of the wheel clutch is configured to have at least three lugs (70) projecting out from a flat surface (50S1) and positioned at an equal angular distance from each other on the front side (50FS) of the said wheel clutch (50). The said lugs (70) are formed at an angular distance of 120 degrees from each other. The said wheel clutch (50) is configured to have an annular disk portion (50DP) formed around the flat surface (50S1) in such a way that a step is formed in between the said disk portion (50DP) and the flat surface (50S1) of the wheel clutch (50). Further, the wheel clutch (50) has an opening (72) at its center to accommodate the input shaft. Further, the wheel clutch (50) is configured to have a four pairs of at least two teeth (50T) formed on the inner peripheral surface of the disk portion (50DP) of the wheel clutch (50). The each of the pairs of teeth (50T) is at an equiangular orientation, preferably at 90 degrees, with each other and said teeth (50T) are received within the splines (56a) of the hub clutch (56), facilitating the axial movement of the wheel clutch (50) thereby.

The steel plates (52) and the friction plates (54) are alternatively arranged with each other to form the plate stack (PS). The hub clutch (56) is configured to have plurality of splines (56a) on its outer surface. The splines (56a) on the hub clutch (56) are matching with the internal splines (52a and 54a) of the steel plates (52) and the friction plates (54), respectively. The plate stack of the friction plates and steel plates is mounted on the splined portion of the hub clutch (56).

Referring to Figs. 6a and 6b, the hub clutch (56) is configured to have a disc portion (56D) and a cylindrical projection (56P) wherein the cylindrical projection (56P) is integral to the disc portion (56D) and projects away from a flat face (56FS) of the said disc portion (56D). The said cylindrical projection (56P) is configured to have a set of splines (56a) formed at regular interval on the outer peripheral surface of the said cylindrical projection (56P). The said splines (56a) receives the stack of steel plates (52) and friction plates (54) thus facilitating the axial movement of the plate stack thereby. The hub clutch (56) is configured to have a hub insert (84) wherein the said hub insert (84) projects out from a flat surface (56FBS) of a cavity (56C) at its center. The hub insert (84) has an opening (84a) at its center for accommodating the input shaft. The flat surface (56FBS) has at least three lug openings (84b) for receiving the lugs (70) of the wheel clutch (50). The rear face (56BS) of the hub clutch (56) forms a cavity (56C) wherein a hub insert (84) projects out from a flat surface (56FBS) of the cavity (56C) at its center. The said hub insert (84) has an opening (84a) for the receiving the input shaft and at least three lug openings (84b) formed on the flat surface (56FBS) for receiving the lugs (70) of the wheel clutch (50).

Referring to Fig. 3, the projection length (h) of the said hub insert (84) is formed so as to receive the (n) coils of the compression spring (58) in assembled condition in order to provide an optimum guide to the said compression spring (58). The following correlation must be maintained as per the design requirements to impart the desired technical effect of guiding the compression spring (58) around the hub insert (84).
h=c ((l-l^'))/((n))
wherein,
h : is the projection length of the hub insert (84)
l : is the free length of the compression spring (58)
l’ : is the solid length of the compression spring (58)
n : is the total number of active coils of the compression spring, c : is the correction factor wherein c = 1 – 1.25

Further, the hub insert (84) is provided with a plurality of ribs (82) for strengthening the hub clutch (56) and guide the compression spring (58) to maintain its position. The said hub clutch (56) is provided with a uniquely profiled groove (80) in the space between the lug openings (84b) and the hub insert (84) and the said groove (80) forms the seat for the compression spring (58). The hub insert (84) and the profiled groove (80) jointly accommodate the compression spring (58) in such way that it does not touch the outer surface of the lugs (70) and maintains the uniform spacing from each of the lugs (70). Further, the said compression spring (58) is configured to have the grounded ends as shown in Figs. 7a and 7b.

It is a well understood fact that the compression spring (58) will undergo buckling if the projection length (h) of the hub insert (84) is less than the standard value and would face metal to metal contact if the projection length (h) of the hub insert (84) is greater than the standard value.

The clutch holder (60) has a central opening (60a) to accommodate the input shaft. The clutch holder (60) is configured to have triangular shaped profile wherein the wings of the triangle have arcuate segments. The said profile helps to save the material and reducing the overall weight of the assembly thereby. Further, the said clutch holder (60) is fitted over the lugs (70) of the wheel clutch (50) by housing the compression spring (58) inside the hub clutch (56) through the suitable fastening means, preferably the bolts (62). Therefore, the inner surface of the lugs (70) is configured to have matching threads with that of the threads of the bolts (62). The plate stack (PS) having a combination of alternately positioned friction plates (54) and steel plates (52) are sandwiched in between the wheel clutch (50) and the clutch hub (56) before the fixing of the clutch holder (60) to the wheel clutch (50) in order to form the plate clutch assembly (200).

Further, the plate clutch assembly (200) is placed within the cavity (10C) of the housing (10) of the housing clutch assembly (100) to form the multi-plate wet clutch assembly (300). The slots (10S) of circumferential cylindrical portion (10CP) of the housing (10) receives the outer projections (54P) of the friction plate (64) and the flat surface (50S2) of the wheel clutch (50) rests in the cavity (10C) of the housing (10) of the housing clutch assembly (100).

The damper springs (12b) are provided in the gear (12) to absorb amplitudes of torsional cycles at higher rpm and higher torque and a plurality of rectangular openings to absorb amplitudes of torsional cycles at lower rpm and higher torque and a belleville spring (12b) is arranged sequentially on top of the gear to provide clamp load on washer for hysteresis friction torque. The damper plate (14) is placed on top of the belleville spring to retain hysteresis pack and to define damping sequence of damper spring. The damper plate has a plurality of openings to insert rivets (16) for fastening of housing clutch (10), gear (12) and damper plate (14).

As far as the working of the present invention is concerned, when the multi-plate wet clutch assembly (300) is in engaged condition, the disk portion (50DP) is in sliding contact with the friction plate (54) of the plate stack (PS) and the flat face (56FS) of the disk portion (56D) of the hub clutch (56) is in contact with the friction plate (54) of the plate stack (PS). During this condition, the whole clutch assembly acts in unison due to the interfacial pressure applied on the plate stack by the compression spring (58) and as a result of which, the torque is transferred from the engine to gear box via the multi-plate wet clutch assembly (300).

When the torque interruption from engine to the gearbox is required, the user presses the clutch lever placed on the handlebar of the vehicle which in turn transmits the force to the clutch holder (60). The force on the clutch holder (60) is then transmitted to the wheel clutch (50) with the help of the compression spring (58). The wheel clutch (50) axially slides over the splines (56a) of the hub clutch (56) as a result of which the interfacial pressure between the plate stack (PS) is reduced and the multi-plate wet clutch assembly (300) is disengaged.

The hub clutch (56) specially meant to provide reactive force during engaging and disengaging of the clutch and helps for dissipation of heat. The clutch holder (60) provides reactive force to spring for clamp load and to transfer the release load to wheel clutch. The plate stack of friction plates and steel plates is pressed under the compression spring load and transmits the power from engine to gearbox and subsequently to drive wheels. The torque is transmitted by the shear forces created between housing clutch on the drive and friction plates and steel plates when the plate stack is engaged and interrupt the torque from engine to transmission when plate stack is disengaged.

This novel construction of multi-plate wet clutch assembly with hub clutch (56) provided with a uniquely profiled groove (80) in the space between the lug openings (84b) and the hub insert (84) and the said groove (80) forming the seat for the compression spring (58); and the hub insert (84) and the profiled groove (80) jointly accommodating the compression spring (58) in such way that it does not touch the outer surface of the lugs (70) and maintains the uniform spacing from each of the lugs (70) provides technical advancement in terms of the technical advantages. This unique construction of clutch assembly leads to improved life of clutch by 10 to 15% as compared to conventional construction of multi-plate wet clutch. The deformation of hub clutch is less because of single compression spring positioned in the groove around the hub insert. It leads to simplified design of clutch holder with the triangular profile. It also leads to simplified assembly process of the clutch assembly leading to reduction in cycle time of assembly. The point to note about this novel and inventive construction of the multiplate wet clutch assembly is that is requires only one compression spring positioned in a uniquely profiled groove around the hub insert for its functioning leading to the advantage of drastic weight reduction and thereby the cost reduction imparting the economic significance.

The disclosed invention hence overcomes the limitation of the known solutions of existing multiplate wet clutch assembly. The multiplate wet clutch assembly of a vehicle as described is mounted on the engine output shaft/gearbox input shaft. A person skilled in the art can change its mounting position without carrying out any significant change to the features of the multiplate wet clutch assembly. Hence, such changes in position must not be viewed as taking the emerging variants/embodiments out of the scope of claims of the disclosed invention.

It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein. ,CLAIMS:We Claim

A multi-plate wet clutch assembly (300) for a vehicle comprising of:
a housing clutch assembly (100) having a housing (10), a gear (12), a damper plate (14), a bellievelle spring (12a) and damper springs (12b1 and 12b2); and
a plate clutch assembly (200) having a wheel clutch (50), a plurality of friction plates (54) having outer projections (54P), a plurality of steel plates (52), a clutch hub (56), a compression spring (58) having grounded ends, a clutch holder (60) and a plurality of bolts (62);
wherein
the hub clutch (56) of the plate clutch assembly (200) is configured to have a disc portion (56D) and a cylindrical projection (56P) wherein the cylindrical projection (56P) is integral to the disc portion (56D) and projects away from a flat face (56FS) of the said disc portion (56D);
said hub clutch has a cavity (56C) formed on face (56BS) and said cavity (56C) has a hub insert (84) at its center projecting out from a flat surface (56FBS) of the cavity (56C); wherein
said flat surface (56FBS) of the cavity (56C) is configured to have three lug openings (84b) spaced apart at equiangular distance from each other, a plurality of ribs (82) spaced apart at equiangular distance from each other, and a uniquely profiled groove (80) formed in a space between the lug openings (84b) and the hub insert (84); and
said hub insert (84) and the profiled groove (80) collectively accommodate the compression spring (58) with grounded ends in such way that it does not touch the outer surface of the lugs (70) and maintains the uniform spacing from each of the lugs (70);
the wheel clutch (50) is configured to have three lugs (70) spaced at an angular distance of 120 degrees from each other and projecting out from a flat surface (50S1), an annular disk portion (50DP) formed around a flat surface (50S1) and four pairs of at least two teeth (50T) formed on the inner peripheral surface of the disk portion (50DP) of the wheel clutch (50) wherein each of the pairs of teeth (50T) is at an equiangular orientation of 90 degrees; and
said plate clutch assembly (200) is fitted inside the housing clutch assembly (100) in such a way that the slots (10S) of circumferential cylindrical portion (10CP) of the housing (10) of the housing clutch assembly (100) receives the outer projections (54P) of the friction plates (54) of the plate clutch assembly (100); and the flat surface (50S2) of the wheel clutch (50) of the plate clutch assembly (200) rests in the cavity (10C) of the housing (10) of the housing clutch assembly (100).

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 1, wherein,
the hub insert (84) is configured to have an opening (84a) for the receiving the input shaft, and the ribs (82) formed on the flat surface (56FBS) of the cavity (56C) provided at an equiangular orientation to each other;
the projection length (h) of the said hub insert (84) is formed so as to receive the (n) coils of the compression spring (58) in assembled condition in order to provide an optimum guide to the said compression spring (58); wherein
h=c ((l-l^'))/((n)) , l = free length of the compression spring (58), l’ = solid length of the compression spring (58) and c = 1 – 1.25.

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 1, wherein,
the housing (10) of the housing clutch assembly (100) has a circular projection (15) projecting out from a flat surface (10FS) of a closed side (10CS) and a circumferential cylindrical portion (10CP) having a plurality of slots (10S) forming a cavity (10C) in an open side (10OS);
the damper plate (14) and the gear (12) are affixed to the closed slide (10CS) of the housing (10) of the housing clutch assembly (100);
the cylindrical projection (56P) of the hub clutch (56) of the plate clutch assembly (200) has a set of splines (56a) formed at regular interval on the outer peripheral surface of the said cylindrical projection (56P); and
the clutch holder (60) is fitted over the lugs (70) of the wheel clutch (50) by housing the compression spring (58) inside the hub clutch (56) through a fastening means selected from the bolts (62).

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 3, wherein
the circular projection (15) of the clutch housing (10) is configured to have an opening (11) in the center, and said opening (11) and the circular projection (15) jointly provide the required confined space for accommodating and supporting a clutch actuation means and a gear (12); and
the flat surface (10FS) of said clutch housing (10) has a plurality of spring seats (10R) and three hollow cylindrical projections (10P) projecting out from the flat surface (10FS) and each of the projections having an opening to receive the rivets (16) therein.

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 4, wherein
the gear (12) has a plurality of teeth (12T) on its outer peripheral surface, a central opening (12OP) at its center, spring pockets (12SP1, 12SP2, 12SP3, 12SP4, 12SP5), and three elliptical slots (12ES1, 12ES2, 12ES3) formed in between the outer diameter of the central opening (12OP) and the inner diameter of the teeth periphery (12T);
the damper plate (14) of the housing clutch assembly (100) is configured to have a central opening (14C), five spring pockets (14SP1 to 14P5) and three rivet receiving openings (14RO1-14RO3);
said gear (12) houses a belleville spring (12a) and a plurality of damper springs (12b1 and 12b2) in the spring pockets;
the spring pockets (12SP1, 12SP, 12SP3) of the gear (12), corresponding spring pockets (14SP1, 14SP2, 14SP3) of the damper plate (14) and the

spring seats (10R) of the clutch housing (10) collectively houses the damper springs (12b1);
the spring pockets (12SP4, 12SP5) of the gear (12), corresponding spring pockets (14SP4, 14SP5) of the damper plate (14) and the spring seats (10R) of the clutch housing (10) jointly houses the damper spring (12b2); and
the gear (12) along with the damper plate (14) is attached to the closed side (10CS) of the housing (10) and is rigidly fitted there with the rivets (16) to form the housing clutch assembly (100).

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 1, wherein,
the plate stack (PS), having alternate arrangement of the friction plates (54) and steel plates (52), is sandwiched in between the wheel clutch (50) and the clutch hub (56) to form the plate clutch assembly (200);
said wheel clutch (50) of the plate clutch assembly (200) has an opening (72) at its center to accommodate the input shaft;
the annular disk portion (50DP) around the flat surface (50S1) of the wheel clutch (50) is configured to form a step profile between the disk portion (50DP) and the flat surface (50S1) of the wheel clutch (50); and
the inner surface of the lugs (70) is configured to have matching threads with that of the threads of the bolts (62).

The multi-plate wet clutch assembly (300) for a vehicle as claimed in claim 3, wherein, the clutch holder (60) is has a triangular shaped profile wherein the wings of the triangle are configured to have arcuate segments.

Dated this 9th day of Nov. 2023

Sahastrarashmi Pund
Head – IPR
Endurance Technologies Ltd.

To,
The Controller of Patents,
The Patent Office, at Mumbai