• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a mechanism (20) with a double wet clutch for a transmission system (10), in particular a motor vehicle, comprising around an axis (O) of rotation at least a first clutch (E1) and a second clutch. (E2) respectively multi-disk type, the first clutch (E1) comprising at least a first piston (30) and the second clutch (E2) having at least one second piston (90) said first and second pistons (30, 90) being moved axially in the opposite direction to come, in the engaged position, clamp a multi-disk assembly against means (60) of reaction which are interposed axially between the multi-disk assembly of each of said first and second clutches (E1, E2), characterized in that said reaction means (60) comprise at least a first reaction element (58) and a second reaction element (62) which, respectively associated with the first clutch (E1) and the second clutch (E2), are axially separated from one another by a clearance (J).
    公开号:FR3025272A1
    申请号:FR1458244
    申请日:2014-09-03
    公开日:2016-03-04
    发明作者:Rabah Arhab；Herve Ribot；Laurent Caumartin；Roel Verhoog
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a wet dual-clutch mechanism for a transmission system.
    [0002] The present invention relates more particularly to a wet dual-clutch mechanism for a transmission system, in particular a motor vehicle, comprising around an axis of rotation at least a first clutch and a second clutch respectively multi-disk type, the first clutch having the at least one first piston and the second clutch comprising at least one second piston, said first and second pistons being displaced axially in opposite directions to come, in the engaged position, clamping a multi-disk assembly against reaction means.
    [0003] Prior art is known such a double wet clutch mechanism for a transmission system, including motor vehicle. There are in particular two designs of double clutch mechanism, on the one hand the so-called "dry" dual clutch mechanisms and, on the other hand, so-called "wet" double clutch mechanisms. The present invention relates more particularly to a double wet clutch (or "double wet clutch" in English). In the case of a wet double clutch mechanism, the clutches are generally multi-disc type and the friction linings of the discs of the multi-disc assembly are kept permanently wet with oil. The transmission system comprising said wet dual-clutch mechanism generally comprises at least one input shell which is rotatably connected to a drive shaft and a drive web to rotatably couple said input shell to said mechanism, which mechanism is controlled to selectively couple said drive shaft to a first driven shaft and a second driven shaft. For this purpose, the double clutch mechanism comprises a first clutch which, arranged for example on the gearbox side, serves both for starting and engaging odd gears and a second clutch which, arranged for example on the engine side, Supports even reporting and reverse. The first clutch and the second clutch 10 alternately transmit the input power (torque and speed) of the drive shaft, which is rotatably connected to the motor, to one of the two driven shafts that are connected to the gearbox. speeds and generally coaxial. For improved safety, the first clutch and the second clutch of the mechanism are respectively disengaged at rest, ie "normally open", and are actively closed by means of hydraulic actuation of a control device which is associated with the double clutch mechanism.
    [0004] The growing interest in dual clutch mechanisms is particularly related to the comfort and performance obtained, as well as the continuity of acceleration during shifts, without breaking torque. Transmission systems comprising such a dual clutch mechanism also provide, in comparison with a conventional automatic gearbox, a gain in consumption and CO2 emissions. For some applications, the first clutch and the second clutch of the wet double clutch mechanism 30 are axially juxtaposed, arranged next to each other, and the pistons of each of said first and second clutches are moved axially in opposite directions for come in the engaged position.
    [0005] The reaction means of the first clutch and the second clutch are then interposed axially between the multi-disk assembly of the first clutch and the multi-disk assembly of the second clutch.
    [0006] Such a central arrangement of the reaction means common to the first and second clutches, located axially on both sides, is not without problems. Indeed, there are risks of interaction between the first and second clutches when the reaction means, axially biased by the piston of one of the clutches in the engaged position, apply an axial force to the multi-disk assembly of the clutch. other clutches, especially on the adjacent flange.
    [0007] However, the engagement towards the engaged position of one of the clutches of the mechanism while the other of the clutches already occupies the engaged position is likely to cause problems that can lead to damage in the double clutch mechanism and more generally in the transmission system. Therefore, such a dual wet clutch mechanism for a transmission system is not entirely satisfactory, especially in terms of reliability of operation. The object of the present invention is in particular to provide a wet double clutch mechanism for a transmission system for solving at least some of the problems of the prior art, in particular reliability. For this purpose, the invention proposes a wet double clutch mechanism of the type described above, characterized in that said reaction means comprise at least a first reaction element and a second reaction element which, respectively associated with the first clutch and the second clutch are separated axially from one another by a clearance. Advantageously, the axial clearance between the reaction elements of each of the clutches of the mechanism makes it possible to avoid any risk of interaction between them, each can move axially without coming into contact with the other. According to other characteristics of the invention: the first reaction element and the second reaction element comprise at least one bearing boss which cooperates axially with one of the flanges of the multi-disk assembly of that of said clutches to which said reaction element is associated; said at least one bearing boss of the first reaction element and said at least one axial bearing boss of the second reaction element are located radially on the same radius with respect to the axis; the first reaction element and the second reaction element are circumferentially continuous so as to form a disc; The first reaction element and the second reaction element comprise at least one circumferentially discontinuous outer radial portion formed of a plurality of reaction arms; the first reaction element and the second reaction element comprise stiffening means for axially stiffening said first and second reaction elements; the first reaction element and the second reaction element, made in one piece or in at least two distinct parts, are connected in rotation to at least one hub; The first reaction element and the second reaction element are rotatably connected to the at least one hub by welding or riveting; Said at least one hub is a hub common to the first clutch and the second clutch; - Said at least one hub is made in two parts, respectively a first hub associated with the first clutch 5 and a second hub associated with the second clutch; the first reaction element is made in one piece with said first hub of the first clutch and the second reaction element is made in one piece with said second hub of the second clutch; The mechanism comprises connecting means for linking axially without play at least the first hub and the second hub; said connecting means are formed by rivets. Other characteristics and advantages of the invention will appear during the reading of the detailed description which follows for the understanding of which reference will be made to the appended drawings in which: FIG. 1 is a half-view in axial section; which represents a transmission system comprising a wet double clutch mechanism and which illustrates an embodiment of the reaction means according to the invention; FIG. 2 is a half-view in axial section which, offset angularly with respect to that of FIG. 1, represents the transmission system and which notably illustrates one of the radial oil circulation passages existing between two rivets; consecutive forming the connecting means axially linking without play at least the first and second hubs connected to the reaction means; FIGS. 3 and 4 are perspective views which partly represent the mechanism and which respectively illustrate the first reaction element associated with the first clutch and the second reaction element associated with the second clutch; FIG. 5 is a perspective view showing respectively the inner disk carrier of the first clutch and the balancing piston of the first clutch formed by the drive web and which illustrates the radial oil circulation passages. existing between the radial face of said disk carrier and the radial face of the balancing piston, in the non-stamped areas of the face; FIG. 6 is a perspective view showing respectively the inner disk carrier of the second clutch and the balancing piston of the second clutch, which illustrates, as in FIG. 5, the radial oil circulation passages existing between the radial face of said disk carrier and the radial face of the balancing piston formed by the web, in the non-stamped areas of its face; FIG. 7 is a perspective view which shows an exploded part of the mechanism and which more particularly illustrates in the center the first reaction element and the second reaction element formed by a disc and made in one piece or welded with the first hub and the second hub. In the remainder of the description and the claims, the terms "before" or "backward" will be used in a nonlimiting manner and in order to facilitate comprehension, according to the direction considered with respect to an axial orientation determined by the O axis. of rotation and the terms "inner / inner" or "outer / outer" with respect to the distance with the axis O in a radial orientation, orthogonal to said axial orientation. FIGS. 1 and 2 show an exemplary embodiment of a transmission system 10, in particular for a motor vehicle, having an axis O of rotation. The transmission system 10 comprises around the axis O at least one input element which is rotatably connected to a driving shaft (not shown).
    [0008] Preferably, the input element of the system 10 comprises at least one input shell 12 which is rotatably connected to an inlet hub 14. The inlet shell 12, generally having an "L" shape, has a radially oriented portion connected by a bend to an axially oriented portion. The hub 14 has a portion of radial orientation and an axially oriented portion, the hub 14 being arranged radially inward with respect to the shell 12.
    [0009] The axially oriented portion of the hub 14 located within the radial portion extends axially rearwardly in a direction corresponding to that of the motor. The hub 14 has splines 16, formed in the outer cylindrical surface of the axial portion, for connection 15 in rotation with the drive shaft of the input element formed by at least the shell 12 and the hub 14. L inner end of the radial portion of the shell 12 and the outer end of the radial portion of the hub 14 input are integral, preferably fixed together by welding.
    [0010] Alternatively, the inner end of the radial portion of the inlet shell 12 and the outer end of the radial portion of the inlet hub 14 are secured together by riveting. The inlet hub 14 is for example rotatably connected by means of the splines 16 at the outlet of a damping or damper device 25 (such as a double damping flywheel, etc.) whose entry is linked. , in particular via a flywheel, to the driving shaft formed by a crankshaft that rotates a motor fitted to the motor vehicle.
    [0011] The inlet shell 12 is rotated by the engine through the inlet hub 14. The inlet shell 12 is rotatably connected to a drive veil 18, which drive vane 18 rotatably couples said inlet shell 12 to a wet dual-clutch mechanism 20. The inlet shell 12 and the driving veil 18 are rotatably connected by cooperation of shapes.
    [0012] The inlet shell 12 has, at its axially oriented outer radial end, tabs 17 which extend radially outwards and which interpenetrate with tabs 19 which, at its outer radial end, comprise axial orientation, the veil 18 drive.
    [0013] The lugs 19 of the drive web 18 extend radially inwardly and are angularly offset relative to the lugs 17 to circumferentially axially insert between two consecutive lugs 17 of the inlet shell 12.
    [0014] An annular ring 21 is housed axially between the tabs 17 of the input shell 12 and the lugs 19 of the drive web 18. The wet double clutch mechanism 20 is controlled to selectively couple said drive shaft to a first driven shaft A1 and a second driven shaft A2. Preferably, the first driven shaft A1 and the second driven shaft A2 are coaxial. The wet dual-clutch mechanism 20 comprises at least a first clutch E1 and a second clutch E2, which are respectively multi-disc type. The first driven shaft A1 is rotated when said first clutch E1 is closed and the second driven shaft A2 is rotated when said second clutch E2 is closed, said first and second shafts A1, A2 being driven respectively connected to a box. of gear equipping the motor vehicle. In the wet double-clutch mechanism 20, the first clutch E1 serves, for example, both to start and to engage odd gears and the second clutch E2 then supports the even and reverse gears, alternatively the ratios supported by said first clutch El and second clutch E2 are reversed.
    [0015] The first clutch El is for example arranged axially in front of the side of the gearbox and the second clutch E2 is for example arranged axially at the rear of the motor side of the hub 14 input. The first clutch El and the second clutch E2 alternately transmit the input power (torque and speed) of the drive shaft, which receives the input shell 12 of the system 10, to one of the two shafts Al , A2 conducted, depending on the open or closed state of each clutch El and E2. Preferably, the first clutch El and the second clutch E2 are in the open state, also called "normally open", and are selectively actuated in operation by a control device (not shown) to go from the open state to the closed state. The wet double clutch mechanism 20 is hydraulically controlled via a pressurized fluid, usually oil. To selectively control the change of state of the first clutch E1 and the second clutch E2 of the mechanism 20 of the transmission system 10, the control device comprises at least one control shaft 22 having oil supply channels 24, by The mechanism 20 comprises at least one hub having radial bores which are each connected to one of the oil supply channels 24. Preferably, said at least one hub is made in two parts, a first hub 25A and a second hub 25B 3025272 associated respectively with the first clutch El and the second clutch E2. The first hub 25A has two bores 26 and 27 which are associated with the control of the first clutch El located axially at the front and the second hub 25B also has two bores 28 and 29 which are associated with the control of the second clutch E2 located axially at the back. In a variant not shown, said at least one hub is a hub common to the first clutch El and the second clutch E2 which is made in one piece, monobloc. The first multi-disc clutch E1 comprises a piston 30 which is axially movable, here from front to rear, between a disengaged position and an engaged position 15 which respectively correspond to the open and closed states of the first clutch E1. As represented in FIGS. 1 and 2, the piston 30 is controlled in displacement by means of a control chamber 32 delimited axially by a front face of an internal radial portion of the piston 30 and by the rear radial face of the piston. a closing piece 34. The closure piece 34 carries at its radially outer end sealing means 36 which cooperate with an inner face of an axial portion of the piston 30 and at its inner radial end sealing means 38 which cooperate with a surface 40. external axis of the first hub 25A. Preferably, the closing piece 34 is associated with a bearing piece 42 which is axially locked by a locking ring 44 mounted in a groove 45 of the first hub 25A.
    [0016] Advantageously, the axial forces related to the pressurization of the control chamber 32 are taken up by the support piece 42 and not by the closure piece 34, however, the sealing means 36 and 38.
    [0017] The piston 30 comprises, at its radially inner end, sealing means 46 which cooperate with the external axial surface 40 of the first hub 25A, when the piston 30 is displaced axially between the disengaged and engaged positions by the pressurized pressure. the control chamber 32. The closing part 34 of the piston control chamber 32 comprises, between its two radial ends carrying the sealing means 36 and 38, a convex portion which cooperates with the front radial face of the piston 30 axially vis-a-vis. to face. The volume of the control chamber 32 comprises an outer portion and an inner portion, located radially on either side of said convex portion of the closure piece 34.
    [0018] The control chamber 32 is fed with oil through the bore 27 which passes radially through the first hub 25A, the bore 27 placing said control chamber 32 in communication with one of the oil supply channels 24.
    [0019] The control chamber 32 of the piston 30 of the first clutch El is associated with a balancing chamber 48 delimited at least by a balancing piston 50. Advantageously, the driving veil 18 constitutes the balancing piston 50 of the first clutch El.
    [0020] The driving veil 18 thus provides a dual function of transmitting the input power on the one hand and balancing piston in the operation of the first clutch El on the other hand. More precisely, the function of the balancing piston 50 of the first clutch El is ensured mainly by the internal radial portion of said web 18.
    [0021] In a variant, the balancing piston 50 and the driving veil 18 are in the form of two separate parts. The equilibrium chamber 48 of the first clutch E1 is delimited axially by the radial front face of the balancing piston 50 formed by the radially inner portion of the driving veil 18 and by the rear radial face of the piston 30. The chamber 48 The balancing device 26 is supplied with oil through the bore 26 of the first hub 25A. The sealing of the equilibration chamber 48 is provided radially outwardly by means 52 for sealing which are carried by the piston 30 and which cooperate with the internal face of an axial portion of the balancing piston 50 formed by the training web 18. The piston 30 of the first clutch El extends radially and is arranged axially between the control chamber 32 situated axially at the front and the equilibrium chamber 48 located axially at the rear.
    [0022] The piston 30 of the first clutch E1 has, at its outer radial end, an actuating portion formed by fingers 54 which extend axially rearwardly to act on a multi-disk assembly of the first clutch El. Advantageously, the veil 18 comprises openings 56 for the axial passage of said fingers 54 forming the actuating portion of the piston 30 of the clutch El. The piston 30 is controlled to clamp axially, in the engaged position, said plurality of multidiscs of the first clutch El against means 60 of reaction.
    [0023] In the transmission system 10 shown in FIGS. 1 and 2, the first clutch E1 and the second clutch E2 of said wet double clutch mechanism 20 are axially juxtaposed, the first clutch E1 and the second clutch 3025272 13 E2 being arranged axially from and other of said reaction means 60. According to the invention, said reaction means 60 comprise at least a first reaction element 58 and a second reaction element 62 which, respectively associated with the first clutch E1 and with the second clutch E2, are separated axially from one of the another by a game "j". Advantageously, the first reaction element 58 and the second reaction element 62 are axially separated from one another by a void space corresponding to said set "j". Due to the axial clearance "j", the first reaction element 58 and the second reaction element 62 are free to move axially independently of one another. The axial displacement corresponds to the bending of either the first reaction element 58 or the second reaction element 62 under the axial load transmitted by the piston 30. Advantageously, any risk of interaction between the first reaction element 58 of the piston 30 is eliminated. first clutch El and the second element 62 of reaction of the second clutch E2 during operation of the mechanism 20. The first element 58 of reaction has a front face 59 of reaction directed towards the first clutch El and the second element 62 reaction comprises a rearwardly facing reaction face 61 towards the second clutch E2. In the embodiment shown in the figures, the first reaction element 58 and the second reaction element 62 are in the form of at least two distinct parts.
    [0024] By at least two distinct parts, it is meant that the first reaction element 58 and the second reaction element are parts independent of each other and at least until the assembly of said elements 58. 62 within the wet double clutch mechanism. The first element 58 of reaction and the second element 62 of reaction are for example made of sheet metal.
    [0025] In a variant not shown, the first reaction element 58 and the second reaction element 62 are made in one piece, so as to form a single-piece assembly before assembly. The first reaction element 58 and the second reaction element 62, made in one or at least two parts, are rotatably connected to the at least one hub of the mechanism 20. As previously described, the at least one hub is preferably made in two parts, respectively the first hub 25A and the second 25B hub.
    [0026] In variant not shown, said at least one hub is made in one piece, monobloc. Preferably, the first reaction element 58 and the second reaction element 62 are rotatably connected to the at least one hub, such as a common hub or two hubs 25A and 25B, by welding. Alternatively, the first reaction element 58 and the second reaction element 62 are rotatably connected to said at least one hub, such as a common hub or two hubs 25A and 25B, by riveting.
    [0027] Advantageously, said at least one hub, in one piece or in two parts 25A, 25B, is independent of said reaction elements 58 and 62 so that it can be made in particular in a material different from that used for elements 58 and 62. reaction, according to a selected manufacturing method. In a variant that is not shown, the first reaction element 58 is made in one piece with said first hub 25A of the first clutch El and the second reaction element 62 is made in one piece with said second hub 25B of the second clutch E2. . The first reaction element 58 and the second reaction element 62 comprise at least one convex bearing boss which extends axially towards the multi-disk assembly of that of said first and second clutches E1, E2 to which the element reaction is associated. The first reaction element 58 comprises at least one bearing boss 63 whose front radial face constitutes said reaction face 59. The second reaction element 62 comprises at least one bearing boss 65 whose rear radial face constitutes said reaction face 61. The bosses 63 and 65 support are for example obtained by stamping said elements 58 and 62 of reaction. Preferably, said at least one bearing boss 63 of the first reaction element 58 and said at least one axial bearing boss 65 of the second reaction element 62 are located radially on the same radius with respect to the axis O.
    [0028] The first reaction element 58 and the second reaction element 62 are circumferentially continuous so as to form a disc. In a variant not shown, the first reaction element 58 and the second reaction element 62 comprise at least one circumferentially discontinuous outer radial portion which is formed of a plurality of reaction arms. According to this variant, the reaction element 58, 62 preferably comprises a circumferentially continuous inner radial portion formed by a ring, in particular for the rotational connection of said reaction element with said at least one hub 25A, 25B supporting it. In such an alternative, the reaction arms extend radially outwardly from the annular inner radial portion and each reaction arm is separated from the adjacent reaction arm by a radial slot. The reaction arms according to this variant advantageously comprise bearing bosses 63 and 65 respectively carrying the reaction faces 59 and 61. Advantageously, the first reaction element 58 and the second reaction element 62 separated axially by the clearance "j" comprise stiffening means for stiffening them and axially limiting the deflection of the first reaction element 58 and the second reaction element 62. Such stiffening means are for example formed by stampings made in the first element 58 of reaction and the second element 62 of reaction, radially below the bosses 63 and 65 support.
    [0029] The first clutch E1 and the second clutch E2 of said wet double clutch mechanism 20 are axially actuated in opposite directions, axially from front to rear against the face 59 by the piston 30 of the first clutch E1 and axially of the clutch. rearwardly against the face 61 by that of the second clutch E2. The multi-disk assembly of the first clutch El comprises at least friction disks 64 which are rotatably connected to said first shaft A1 led by an outer disk carrier 66. The outer disk carrier 66 forms the output element 25 of the first clutch El. The outer disk carrier 66 comprises at the outer radial periphery an axial portion which is provided with a toothing 67 intended to cooperate with a complementary toothing 68 that comprises each friction disk 64 at its outer radial periphery. The outer disk carrier 66 has radial holes distributed circumferentially in said axial portion provided with the toothing 67 and intended to be traversed by the oil introduced into the multi-disk assembly of the first clutch El. The outer disk carrier 66 is linked in rotation by meshing with the friction discs 64 and by a splined connection with said first driven shaft A1. The outer disk carrier 66 has an axially extending outlet hub 70 which has radially inside the axial grooves 72 which mesh with grooves 73 complementary to the first driven shaft A1.
    [0030] The outer disk carrier 66 generally has an "L" shape whose inner radial end, opposite to the toothing 67, is integral with the outlet hub 70. Preferably, the outer disk carrier 66 and the outlet hub 70 are fastened together by welding, alternatively by riveting. The friction discs 64 each comprise on their axially opposite radial faces, respectively front and rear, a friction lining 74. The multi-disk assembly of the first clutch El 20 comprises flanges 76 which are provided at their inner radial periphery with a toothing 78 to rotate them with an inner disk carrier 80. The inner disk carrier 80 has at its outer radial end an axial portion having an external toothing 82 which, complementary, meshes with the internal toothing 78 of each of the flanges 76 to bind them in rotation without play. As illustrated in FIG. 3 or 5, the inner disk carrier 80 has radial holes 81 distributed circumferentially in said axial portion provided with the toothing 82 and intended to be traversed by the oil introduced into the multi-disk assembly of the first clutch El. 64 of friction are, unitarily, axially interposed between two flanges 76 successive. Each of the friction linings 74 of one of the friction discs 64 cooperates in the engaged position with one of the radial faces of the flanges 76 arranged axially on either side, forwards and backwards, of said friction disc 64. .
    [0031] The multi-disk assembly of the first clutch E1 comprises axially a flange 76 at each of its ends, respectively a front flange 76 whose front radial face is intended to cooperate in the engaged position with the fingers 54 forming the actuating portion of the piston 30 and a rear flange 76 whose rear radial face is intended to cooperate with the face 59 of the reaction element 58 of the reaction means 60. The first clutch El comprises elastic return means 84 for automatically returning the piston 30 to the disengaged position corresponding to an open state of the clutch. Preferably, the elastic return means 84 of the piston 30 are formed by spring washers, such as wave washers of the "Onduflex TM" type. The spring washers 84 are interposed axially between the flanges 76 and arranged radially inside the friction discs 64, below the friction linings 74. Each spring washer 84 is axially in abutment against the rear radial face of a flange 76 and against the radial front face of another flange 76 axially adjacent.
    [0032] The resilient biasing means 84 axially bias the flanges 76 and thereby facilitate the release of the friction discs 64 and the return of the piston 30 to the disengaged position. In a variant not shown, the means 84 for returning the piston of a clutch are formed by at least one spring which is for example arranged radially between the axis O and the inner disk carrier 80 to automatically return the piston 30 towards the disengaged position.
    [0033] To directly transmit the input power, the wet dual-clutch mechanism 20 comprises connecting means which, for the first clutch E1, axially link without play at least the haze 18, the disk carrier 80 5 interior and means 60 of reaction. When, in a variant, the driving veil 18 and the balancing piston 50 are made in two separate parts, the connecting means advantageously also advantageously connect said equilibrium piston 50 axially without play to the driving veil 18. the inner disk carrier 80 and the reaction means 60. The balancing piston 50 of the first clutch E1 being formed by the driving veil 18, the mechanism 20 comprises one less piece with advantages such as lower cost, simplification and increased axial compactness. Preferably, the connecting means are made by riveting by means of rivets 85. In variant not shown, the connecting means are made by welding, in particular by laser welding by transparency.
    [0034] The driving veil 18 comprises stampings 86 which, circumferentially distributed, project axially rearward with respect to the rear radial face of the veil 18 forming the equilibrium piston 50. As shown in Figure 5, the stampings 86 25 each surround a hole 88 to be traversed axially by one of the rivets 85 forming said connecting means. Preferably, the rivets 85 forming the connecting means are common to the first clutch El and the second clutch E2 which will now be described.
    [0035] As a variant, the mechanism 20 comprises at least two sets of separate rivets for forming the connecting means, first rivets associated with the first clutch E1 and second rivets associated with the second clutch E2.
    [0036] The second clutch E2 of the wet double clutch mechanism 20 of the transmission system 10 is of similar design to that of the first clutch E1, the second clutch E2 being of multidisc type.
    [0037] Advantageously, reference will be made to the need for the description of the second clutch E2 to the detailed description of the first clutch El given previously. The second clutch E2 comprises a piston 90 which is axially movable, here from the rear towards the front, between a disengaged position and an engaged position respectively corresponding to the open and closed states of the second clutch E2 of the mechanism 20. The piston 30 of the first clutch E1 and the piston 90 of the second clutch E2 of said wet double clutch mechanism 20 move axially in the opposite direction to pass for example from the disengaged position to the engaged position. The piston 90 of the second clutch E2 is controlled in displacement by means of a control chamber 92 defined axially by a rear face of an inner radial portion of the piston 90 and by the radial front face of a closure piece 94. The control chamber 92 is selectively supplied with oil by the bore 29 passing radially through the second hub 25B and connected to one of the channels 24 for supplying the control shaft 22.
    [0038] The closure piece 94 has at its radially outer end sealing means 96 which cooperate with an inner face of an axial portion of the piston 90 and, at its radially inner end, sealing means 98 which cooperate with a outer surface 100 of the second hub 25B.
    [0039] The surface 100 associated with the second clutch E2 is located axially behind the reaction means 60 arranged between said clutches E1 and E2, that is 3025272 21 axially opposite the surface 40 associated with the piston 30 of the first clutch E1. Preferably, the closing piece 94 is associated with a bearing piece 102 which is axially locked by a stop ring 104 mounted in a groove 105 of the second hub 25B. The piston 90 has at its inner radial end sealing means 106 which cooperate with the external surface 100 of the second hub 25B, when the piston 90 is displaced axially between the disengaged positions and engaged by the pressurization of the chamber 92. control. Like the closing piece 34 for the first clutch El, the closing piece 94 is shaped, generally between its radial ends bearing the sealing means 96 and 98, to axially cooperate with the rear radial face 15 of the piston 90. Control chamber 92 is associated with a balancing chamber 108 delimited by at least one balancing piston 110. The balancing chamber 108 is supplied by one of the oil supply channels 24 through the bore 28 formed in the second hub 25B. Compared with the balance piston 50 of the first clutch El formed by the sail 18 drive, the balancing piston 110 of the second clutch E2 is a separate part. The equilibrium chamber 108 is delimited axially by the rear radial face of the balancing piston 110 and by the front radial face of the piston 90. The watertightness of the balancing chamber 108 is ensured radially on the outside by sealing means 112 which are carried by the piston 90 and which cooperate with the inner face of an axial portion of the balancing piston 110. The inner radial portion of the piston 90 extends radially and is disposed axially between the control chamber 92 situated axially behind and the equilibrium chamber 108 located axially forwardly. The piston 90 of the second clutch E2 has, at its outer radial end, an actuating portion 115 5 formed by a boss which extends axially forwardly towards a multi-disk assembly of the second clutch E2. The actuating portion 115 of the piston 90 of the second clutch E2 is circumferentially continuous, alternatively discontinuous.
    [0040] The actuating portion formed by the fingers 54 of the piston 30 of the first clutch E1 and the actuating portion 115 of the piston 90 of the second clutch E2 of said mechanism 20 are located radially on the same radius centered on the axis O of the system. 10.
    [0041] Advantageously, the actuating portions of the pistons 30 and 90 are located on the same radius centered on the axis O as the summit portion of the bosses 63 and 65 of support forming the faces 59 and 61 of reaction. The piston 30 of the first clutch E1 and the piston 90 of the second clutch E2 each apply a clamping force to the multi-disk assembly which is associated with them in the axial direction but in an opposite direction, as opposed to the reaction being effected on the elements 58 and 62 of reaction. The multi-disk assembly of the second clutch E2 comprises friction discs 114 which are rotatably connected to the second shaft A2 led by an outer disk carrier 116 forming the output element of the clutch E2. The outer disk carrier 116 comprises at the outer radial periphery an axial portion which is provided with an internal toothing 117 intended to cooperate with an external toothing 118 that each friction disk 114 comprises. The outer disk carrier 116 has radial holes distributed circumferentially in said axial portion provided with the toothing 117 and intended to be traversed by the oil introduced into the multi-disk assembly of the second clutch E2. The outer disk carrier 116 is rotatably linked by meshing with the friction discs 114 and a fluted connection with said second driven shaft A2. The outer disk carrier 116 has an axially extending outlet hub 120 which has radially inside the grooves 122 which mesh with complementary grooves 123 of the second driven shaft A2.
    [0042] Preferably, said disk carrier 116 and outlet hub 120 are fastened together by welding, alternatively by riveting. The friction discs 114 each comprise on their axially opposite radial faces, respectively front and rear, a friction lining 124.
    [0043] The multi-disk assembly of the second clutch E2 comprises flanges 126 which are provided at their inner radial periphery with a set of teeth 128 in order to connect them in rotation with an inner disk carrier 130. The inner disk carrier 130 has at its outer radial end an axial portion having an external toothing 132 which meshes with the internal toothing 128 of each of the flanges 126 to rotate them without play. As illustrated in FIG. 6, the inner disk carrier 130 has radial holes 131 distributed circumferentially in said axial portion provided with the toothing 132 and intended to be traversed by the oil introduced into the multi-disk assembly of the second clutch E2. The friction discs 114 are, unitarily, axially interposed between two flanges 126 consecutive.
    [0044] Each of the friction linings 124 of one of the friction discs 114 cooperates in the engaged position with a radial face of one of the two flanges 126 located axially on either side.
    [0045] The multi-disk assembly of the second clutch E2 comprises axially a flange 126 at each of its ends, respectively a rear flange 126 whose rear radial face is intended to cooperate, in engaged position, with the piston operating portion 115 5. 90 and a front flange 126 whose front radial face is intended to cooperate with the rear face 61 of the reaction element 62. The second clutch E2 comprises elastic return means 134 for automatically biasing the piston 90 in the disengaged position, corresponding to an open state of the clutch. Preferably and as for the first clutch El, the spring return means 134 of the piston 90 are formed by spring washers, such as wave washers of the "Onduflex TM" type. To directly transmit the input power, the wet dual-clutch mechanism 20 comprises connecting means which, for the second clutch E2, axially link without play at least the balancing piston 110, the inner disk carrier 130 of the second clutch E2 and said reaction means 60. Advantageously, the connecting means of the second clutch E2 are made by riveting. Preferably, said connecting means of the second clutch E2 are formed by rivets 85 common with the first clutch E1 so that said connecting means are formed by the only rivets 85. As shown in FIG. The double wet clutch mechanism 20 is axially connected between the piston 30 of the first clutch E1 and the piston 90 of the second clutch E2. The connecting means axially link without play at least said drive web 18, the inner disc carrier 80 of the first clutch El, the inner disc carrier 130 of the second clutch E2 and said at least one hub carrying the means 60 reaction formed by the reaction elements 58 and 62.
    [0046] In this embodiment, the rivets 85 axially axle-free and rotate the first hub 25A and the second hub 25B. The rivets 85 forming the connecting means make it possible to simultaneously bind the drive web 18 to both the first clutch E1 and the second clutch E2 of the mechanism and to directly transmit the input power delivered to the system 10 by the driving shaft. . Preferably, the connecting means formed by the rivets 85 are used to secure the balancing piston 50 of the first clutch El here formed by the web 18 and the balancing piston 110 of the second clutch E2. Advantageously, said connecting means also axially link without play the balancing piston 50 of the first clutch El and the balancing piston 110 of the second clutch E2 of the mechanism 20. The reaction elements 58 and 62 are interposed axially between the door discs 80 inside the first clutch E1 and the disk carrier 130 inside the second clutch E2 to directly transmit the input power to the mechanism 20. As the veil 18 forming the piston 50 balancing the first clutch El , the balancing piston 110 of the second clutch E2 comprises stampings 136 which each surround a hole 138 for passage of one of the rivets 85 forming the connecting means. The front head of each rivet 85 is axially in abutment against the radial front face of the balancing piston 50, here the driving veil 30, more precisely is received at the front in the housing formed by the stamping 86 around the hole 88. The front head of the rivet 85 is advantageously axially included in the thickness of the driving veil 18 forming the equilibrium piston 50 of the first clutch El. As shown in FIG. The drive forming the balance piston 50 of the first clutch E1 comprises a series of holes 88 for the passage of the body of the rivets 85 as shown in FIG.
    [0047] The inner disc carrier 80 of the first clutch El has in its internal radial portion a series of axial holes 87 for the passage of the rivets 85. The first hub 25A and the second hub 25B associated with the reaction elements 58 and 62 comprise a series As shown in FIG. 6, the disk carrier 130 of the second clutch E2 has a series of holes 137 for the axial passage of the rivets 85 and the balancing piston 110. a series of holes 138.
    [0048] As shown in the section of FIG. 1, the rivets 85 forming the connecting means axially link together without play the driving veil 18, the inner disc carrier 80 of the first clutch El, the first and second hubs 25A, and 25B respectively associated with the first and second clutches E1 and E2, the inner disk carrier 130 of the second clutch E2 and the balancing piston 110 of the second clutch E2. When, alternatively, the balancing piston 50 is a separate part of the drive web 18, the balancing piston 50 is then advantageously also axially linked without play by the rivets 85 in order to be held in position. Like the front head, the rear head of each rivet 85 is axially in abutment against the rear radial face of the balancing piston, more specifically is received in a rear housing 145 (FIG. 7) formed by the stamped arm 136. of the hole 138. The rear head of the rivet 85 is axially in the thickness of the balancing piston 110 of the second clutch 5 E2. The body of each rivet 85 passes axially, successively from the rear to the front, the hole 138 of the balancing piston 110, the hole 137 of the inner disk carrier 130 of E2, the holes 140A and 140B of the hubs 25A and 25B, the hole 87 of the inner disk carrier 80 of E1, the hole 88 of the web 18 forming the balancing piston 50 of the first clutch El. The connecting means formed by the rivets 85 do not, however, prevent the circulation oil, radially from the inside to the outside, intended in particular to lubricate the friction linings 74 and 124 of clutches El and E2. As illustrated in Figures 5 and 6, the stampings 86 of the web 18 forming the balancing piston 50, as the stampings 136 of the balancing piston 110, are circumferentially discontinuous.
    [0049] The number of stampings 86 and 136 corresponds to the number of rivets 85 used to make the axial connection without play, for example here twelve in number. As shown in FIG. 2, there exists, thanks to the stampings 86, an axial clearance between the rear radial face of the balancing piston 50 formed by the web 18 and the front radial face of the inner disk carrier 80 allowing a radial circulation of the oil towards the multi-disk assembly of the first clutch El. Advantageously, oil passages are thus provided to allow an oil flow, radially outwards, at the connection means formed by the rivets 85. The oil flows radially from the inside towards the outside according to arrows shown in particular in FIG. 2, in 3025272 28 passing radial oil passages F delimited circumferentially by two consecutive stampings 86 of the web 18 forming the piston 50. balancing the first clutch El or two circumferentially consecutive stampings 136 of the balancing piston 110 of the second clutch E2. FIGS. 5 and 6 show, with the help of arrows, some of the radial passages F taken by the oil between the stampings 86, 136 in each of the clutches E1 and E2 of the mechanism 20.
    [0050] For the first clutch E1, the oil flow then radially traverses the holes 81 of the inner disk carrier 80 to circulate between the friction discs 74 and the flanges 76 of the multi-disc assembly of El before passing through the radial holes of the disc. record carrier 66 outside.
    [0051] For the second clutch E2, the oil flow passes radially through the holes 131 of the inner disk carrier 130 to circulate between the friction discs 114 and the flanges 126 of the multi-disc assembly of E2 before passing through the radial holes of the door. disks 116 outside.
    [0052] When the connecting means are made by riveting, the tightness of the equilibrium chamber 48 of the first clutch El is ensured around the holes 88 by contact between a radially flat, annular face 142 which is formed in favor of the stamped 86 and surrounds the hole 88.
    [0053] Once the riveting is performed to axially bind the pieces together, said annular face 142 cooperates with a portion 144 of the planar radial face surrounding the hole 87 of the inner disk carrier 80. FIG. 5 shows, in dashed line around one of the holes 87, said annular portion 144 of the radial face of the inner disk carrier 80 with which one of said faces 142 is in contact around one of the holes 88 of the balancing piston 50 formed by the web 18.
    [0054] The tightness of the balancing chamber 108 of the second clutch E2 is ensured around the holes 138 by contact between a radially flat annular face 146, which is formed in favor of the stamping 136 and surrounds the hole 138.
    [0055] Once the riveting has been performed to axially bond the pieces together, said annular face 146 cooperates with a portion 148 of the planar radial face surrounding the hole 137 of the inner disk carrier 130. FIG. 6 shows, in a dashed line around one of the holes 137, the annular portion 148 of the radial face with which one of the faces 146 surrounding one of the holes 138 is in contact.
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Mechanism (20) with a double wet clutch for a transmission system (10), in particular for a motor vehicle, comprising around an axis (0) of rotation at least a first clutch (El) and a second clutch (E2) respectively of multi-disc type, the first clutch (El) having at least one first piston (30) and the second clutch (E2) having at least one second piston (90) said first and second pistons (30, 90) being displaced axially in opposite directions to come, in the engaged position, to tighten a multi-disk assembly against means (60) of reaction which are interposed axially between the multi-disk assembly of each of said first and second clutches (E1, E2), characterized in that said means (60) reaction members comprise at least a first reaction element (58) and a second reaction element (62) which, respectively associated with the first clutch (El) and the second clutch (E2), are axially separated from each other; one of the other by a game (J).
    [0002]
    2. Mechanism according to claim 1, characterized in that the first element (58) of reaction and the second element (62) of reaction comprise at least one bearing boss (63, 65) which cooperates axially with one of the flanges (76, 126) of the array of said clutches (E1, E2) to which said reaction member (58, 62) is associated.
    [0003]
    3. Mechanism according to claim 2, characterized in that said at least bearing boss (63) of the first element (58) of reaction and said at least one boss (65) support of the second element (62) reaction are located radially on the same radius with respect to the axis (0).
    [0004]
    4. Mechanism according to one of claims 1 to 3, characterized in that the first element (58) of reaction and the second element (62) of reaction are circumferentially continuous so as to form a disk. 3025272 31
    [0005]
    5. Mechanism according to one of claims 1 to 3, characterized in that the first element (58) of reaction and the second element (62) of reaction comprise at least one circumferentially discontinuous outer radial portion formed of a plurality of reaction arm.
    [0006]
    6. Mechanism according to any one of the preceding claims, characterized in that the first element (58) of reaction and the second element (62) of reaction comprise stiffening means for axially stiffening said first and second elements (58, 62 ) of reaction.
    [0007]
    7. Mechanism according to any one of the preceding claims, characterized in that the first element (58) of reaction and the second element (62) of reaction, made in one piece or in two at least two separate parts, are connected in Rotating at least one hub.
    [0008]
    8. Mechanism according to claim 7, characterized in that the first element (58) of reaction and the second element (62) of reaction are rotatably connected to the at least one hub by welding or riveting. 20
    [0009]
    9. Mechanism according to claim 7, characterized in that said at least one hub is a hub common to the first clutch (El) and the second clutch (E2).
    [0010]
    10. Mechanism according to claim 7, characterized in that said at least one hub is made in two parts, respectively a first hub (25A) associated with the first clutch (El) and a second hub (25B) associated with the second clutch ( E2).
    [0011]
    11. Mechanism according to claim 10, characterized in that the first element (58) of reaction is made in one piece with said first hub (25A) of the first clutch (El) and in that the second element (62) reaction is made in one piece with said second hub (25B) of the second clutch (E2). 3025272 32
    [0012]
    12. Mechanism according to claim 10 or 11, characterized in that the mechanism (20) comprises connecting means (85) for axially linking without play at least the first hub (25A) and the second hub (25B). 5
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3025272B1|2018-03-02|
    EP2993367A3|2016-08-10|
    EP2993367B1|2017-05-31|
    EP2993367A2|2016-03-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102008048801B3|2008-09-24|2010-06-17|Getrag Ford Transmissions Gmbh|Support element i.e. disk-like support plate, for clutch device arranged between engine and transmission of motor vehicle, has segments arranged at periphery of plate, separated by radial gaps and associated to respective support units|
    US20130199883A1|2010-01-25|2013-08-08|Honda Motor Co., Ltd|Power transmission device|
    DE102012008779A1|2012-04-28|2013-10-31|Volkswagen Aktiengesellschaft|Clutch for automatic or automated dual clutch transmission of motor vehicle, has plate pack that is axially supported at thrust bearing, where thrust bearing and actuation unit have pressure area in radial height of cup expander spring|
    DE102016222870A1|2016-11-21|2018-05-24|Schaeffler Technologies AG & Co. KG|Two-piece central plate of a double clutch|
    DE102016222971A1|2016-11-22|2018-05-24|Schaeffler Technologies AG & Co. KG|coupling device|
    CN110273936A|2018-03-15|2019-09-24|法雷奥离合器公司|The clutch mechanism of plastic spacer is disposed between Pan Bao and reaction device|
    CN108571537B|2018-05-09|2020-07-31|江苏大学|Wet-type double clutch|
    CN109058321A|2018-08-01|2018-12-21|格特拉克（江西）传动系统有限公司|A kind of wet-type dual-clutch elastic piston reply structure|
    法律状态:
    2015-09-30| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-04| PLSC| Publication of the preliminary search report|Effective date: 20160304 |
    2016-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-29| PLFP| Fee payment|Year of fee payment: 4 |
    2018-09-28| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-30| PLFP| Fee payment|Year of fee payment: 6 |
    2020-09-30| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-30| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1458244|2014-09-03|
    FR1458244A|FR3025272B1|2014-09-03|2014-09-03|DUAL WET CLUTCH MECHANISM FOR A TRANSMISSION SYSTEM|FR1458244A| FR3025272B1|2014-09-03|2014-09-03|DUAL WET CLUTCH MECHANISM FOR A TRANSMISSION SYSTEM|
    EP15179839.4A| EP2993367B1|2014-09-03|2015-08-05|Dual wet clutch mechanism for a transmission system|
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