• 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 clutch mechanism intended to be installed between an engine and a transmission of a motor vehicle, said clutch mechanism being arranged to be assembled on a transmission 400 in two stages and via a axial locking system of the control system (300) vis-à-vis the clutch (100, 200). The axial locking system comprises a first axial locking element for performing at least one axial stop between the control system (300) and the transmission (400) and a second axial locking element for performing at least one axial stop between the clutch (100, 200) and a shaft (A1, A2) of the transmission, and means for coupling the clutch support (500) in rotation with respect to the control system (300), said coupling means in rotation being distinct from the axial locking system.
    公开号:FR3049025A1
    申请号:FR1652228
    申请日:2016-03-16
    公开日:2017-09-22
    发明作者:Arnaud Dole；Francois Thibaut
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    CLUTCH MECHANISM AND METHOD FOR ASSEMBLING SUCH A MECHANISM ON
    A CHAIN OF TRANSMISSION
    Technical area
    The present invention relates to a clutch mechanism, and more particularly to a device and a method of assembling such a clutch mechanism on a transmission chain. It is in the field of transmission including motor vehicles. State of the art
    Clutch mechanisms are known from the prior art, comprising: an engine inlet hub, which can be connected to an engine input shaft, in particular by means of a torsional damper and / or a flexible plate, An output hub that can be connected to a transmission, and in particular to a shaft of a gearbox; a multi-disk clutch comprising: a plurality of first friction elements integrally connected in rotation to the input shaft by the intermediate of an input disk carrier and the input hub, a plurality of second friction elements integrally connected in rotation to the output shaft via an output disk carrier and the hub of output, - a control system comprising a housing and an actuator arranged to configure the clutch in a position between: an engaged position for which the plurality of the first element 1 friction clutch is rotatably coupled to the plurality of second friction elements of said clutch, and a disengaged position for which the plurality of first clutch friction members is rotatably decoupled from the plurality of second friction elements of said clutch clutch. The disadvantage of the known clutch mechanisms is that it is not easy to assemble them with other elements of the transmission chain, and in particular in the casing of a gearbox. More particularly, a one-piece assembly of such clutch mechanisms often require specific means of attachment to the casing of a gearbox for example. These specific fastening means are generally bulky radially because they must be radially located outside the clutch mechanism to allow the operator carrying out the assembly to have access to said fastening means.
    It is thus necessary to imagine particular solutions for each clutch association with an element of the transmission chain, for example a gearbox, making their integrations expensive and often complex.
    There is thus a growing need in the automotive field for standardizing subsets and, where appropriate, finding solutions that are sufficiently versatile to allow assembling existing subsets between them. More particularly, there is a need to provide economical and standardizable solutions for assembling a clutch mechanism on a two-step transmission chain: the first step comprising assembling the control system on the transmission chain, and the second step comprising assembling the clutch on the control system.
    It is an object of the present invention to at least substantially meet the foregoing problems and to further provide other advantages.
    Another object of the invention is to solve at least one of these problems by a new clutch mechanism.
    Another object of the present invention is to achieve at lower cost the assembly of a clutch on a transmission chain in two steps.
    Another object of the present invention is to reduce the weight of a clutch and standardize its assembly on a wide variety of transmission chains.
    Presentation of the invention
    According to a first aspect of the invention, at least one of the aforementioned objectives is achieved with a clutch mechanism intended to be installed between an engine and a transmission, said mechanism comprising (i) a subassembly comprising at least one clutch and a clutch support arranged to radially support the clutch via a rolling bearing, (ii) a control system comprising a housing and at least one annular piston arranged to move axially relative to the housing so as to engaging or disengaging the clutch, the clutch support being located in an axially intermediate position between said control system and an output hub of the clutch mechanism, (iii) an axial locking system of the control system has with respect to a clutch, said axial locking system comprising a first axial locking element arranged to perform at least one axial stop between the control system e and the transmission, and a second axial blocking element arranged to perform at least one axial stop between the clutch and a transmission shaft, and (iv) means for coupling the control system in rotation with respect to clutch support, said rotational coupling means being separate from the axial locking system, and particularly the second axial locking element.
    Thus, since the rotational coupling means is distinct from the axial locking system, it is possible cleverly to assemble the clutch mechanism assembly according to the first aspect of the invention on a two-stage transmission cable: in the course of a first step, the control system is at least axially locked between the transmission and the transmission shaft and, in a second step, the control system is at least rotatably coupled to the subassembly, and more particularly to the clutch support. In other words, the invention in accordance with its first aspect makes it possible first to assemble the control system on the transmission and then to link axially and / or radially said control system to the subassembly comprising the clutch mechanism and the support. clutch. The assembly of such a clutch mechanism on a transmission casing is thus simplified, and the implementation and maintenance costs are reduced because it is possible to separately supply the control system on the one hand and the clutch on the other hand. 'somewhere else. The differentiation of the axial locking system and the rotational coupling means makes it possible to make them compatible with a very large number of clutch mechanisms.
    The clutch support is arranged to transmit an axial force generated at the level of the at least one annular piston, particularly when the latter moves axially to engage the clutch. To do this, the clutch support is locked axially, at least during assembly, in a position axially between the control system and the output hub of the clutch.
    On the output hub and motor side, the clutch support is axially locked by the second axial locking element, said second axial locking element being preferably axially disposed on the opposite side to the annular piston with respect to the clutch.
    The clutch support is preferably in indirect support on the second axial locking element. All the intermediate parts between the clutch support and the second axial locking element are advantageously arranged to be able to transmit an axial force. At a minimum, they are assembled without play between them at the time of assembly.
    In addition, the clutch support is arranged to radially support the weight of the clutch, by means of a rolling bearing, and more particularly of the type of an oblique bearing to be able to transmit at a time a radial force and an axial force.
    The rolling bearing is stopped axially by a stop ring disposed on the opposite side to the axial force exerted by the annular piston. In other words, the stop ring is located axially between the rolling bearing and the output hub of the clutch.
    Radially, the rolling bearing is arranged between the clutch support and the clutch.
    The clutch mechanism according to the first aspect of the invention preferably comprises a clutch of the bumid or dry type.
    Advantageously, the mechanism according to the first aspect of the invention comprises two multi-disk clutches, preferably of the bumid type, the control system comprising a first and a second annular pistons, respectively arranged to couple or decouple the first and second clutch on a first or a second shaft of the transmission via a first and second output hub.
    Each multi-disk clutch comprises on the one hand a plurality of first friction elements, such as for example friction discs, integrally connected in rotation to the input shaft via an input disk carrier and of an inlet hub, and secondly a plurality of second friction elements, such as for example flanges, integrally connected in rotation to at least one of the transmission shafts via a first or second force transmitting member and a first or second output hub.
    The first and second force transmission members are arranged to transmit an axial force generated by the first and second annular pistons of the control system to the second friction elements.
    Alternatively, the plurality of flanges is rotatably connected to at least one of the transmission shafts via the first or second force transmission member and a first or second output hub and the plurality of friction disks. is rotatably connected to the input shaft via an input disk carrier and an input hub.
    The control system is arranged to configure each clutch in a position between: an engaged position for which the plurality of first friction members is rotatably coupled to the plurality of second friction members, and a disengaged position for which the plurality of first friction elements is decoupled in rotation to the plurality of second friction elements.
    Each clutch is preferably configured in a different position from the other: if the first clutch is configured in the engaged position, then the second clutch is preferably configured in the disengaged position; and if the first clutch is configured in the disengaged position, then the second clutch is preferably configured in the engaged position.
    Optionally, the first and second clutches can simultaneously be configured in the disengaged position.
    Advantageously, in a clutch mechanism according to the first aspect of the invention, the control system is preferably of the hydraulic or pneumatic type, the annular piston being mounted axially sliding on the housing.
    The piston moves axially relative to the housing so as to engage or disengage the corresponding clutch, for example by a frictional coupling at the level of the first and second friction elements of a clutch, finally leading to a coupling in rotation of the shaft entrance with one of the trees of the transmission.
    In the remainder of the description and in the claims, the following terms will be used in a nonlimiting manner and in order to facilitate understanding: - "front" or "back" in the direction relative to an axial orientation determined by the O main axis of rotation of the transmission system, the "rear" designating the part to the right of the figures, the side of the transmission, and "the front" designating the left side of the figures, the side of the engine; and "inner / inner" or "outer / outer" with respect to the axis O and in a radial orientation, orthogonal to said axial orientation.
    Preferably, a mechanism according to the first aspect of the invention may comprise alternately or complementarily at least one of the first improvements below taken optionally in combination: the axial locking system is in direct connection with the transmission, the first element axial locking device comprising at least one direct contact with one or more faces of said transmission. The first axial locking element may consist in particular of an axial stopping element arranged to prevent a rearward movement of the transmission relative to the control system; - The first axial locking element is arranged to achieve a plane support with the transmission, preferably, the first axial locking element comprises a bearing face located on the housing of the control system and facing the transmission. Preferably, the bearing face of the first axial locking element is flat and arranged to bear on a complementary face of the transmission, the bearing face of the first axial locking element can be located on a rear face of the housing; - The control system can be advantageously removably connected to the transmission by means of fixing means providing at least one locking in rotation vis-à-vis the transmission, and complementarily or alternatively an axial locking or axial stop ; The axial locking system is optionally arranged to prevent any axial relative movement between the control system and the transmission, forwards and / or backwards. In other words, the first axial locking element is arranged to achieve an axial locking between the control system and the transmission;
    Complementarily or alternatively, a mechanism according to the first aspect of the invention or any one of its first improvements may comprise alternately or complementarily at least one of the second improvements below taken optionally in combination: - on the side of the The shaft of the transmission, the second axial locking element can be arranged to perform an axial stop to prevent a forward movement of the clutch mechanism, which disengage the control system and more particularly the annular piston. In this case, the intermediate elements situated between the transmission shaft and the control system collectively form an axially fixed chain by means of links all arranged to take up an axial force exerted by one of the annular pistons between said transmission shaft and said control system; The second axial locking element can be arranged to prevent any axial relative movement between the control system and a transmission shaft and / or an engine input shaft; - On the side of the shaft of the transmission, the second axial locking element of the axial locking system, the output hub of the at least one clutch and the clutch support are thus arranged to transmit an axial force. Preferably, a rolling bearing is interposed between the output hub of the clutch and the clutch support and possibly between each output hub of the clutches. More particularly, a needle bearing is disposed between the output hub of the clutch and the clutch support and possibly between each output hub of the clutches; - Advantageously, the first output hub of the clutch is in direct bearing on the second axial locking element; - The clutch support is in axial support with the control system, thus transmitting an axial force backwards between said clutch support and said control system; - The second axial blocking element of the axial locking system is disposed on the at least one shaft of the transmission and located in front of the output hub of at least one clutch. It preferably comprises an axial stop element arranged to transmit an axial force forwardly between said output hub and said transmission shaft. Its advantageous position at the end of the force chain and on the transmission shaft thus allows easy access to the axial locking system when the transmission, and in particular the gearbox, is disassembled from the engine. In general, the second axial blocking element bears axially on the shaft of the transmission and on the output hub of the clutch; The second locking element of the axial locking system comprises a ring-type element; the second locking element of the axial locking system is housed in a groove located on the at least one shaft of the transmission; - The second blocking element of the axial locking system further comprises a shim. The axial dimensions of the shim are adjusted so as to allow assembly without axial play of the clutch mechanism on the transmission casing, or possibly with a minimum clearance. More particularly, the wedge is arranged so that there is no axial play between the transmission and the transmission shaft, especially during assembly, or possibly a minimum functional clearance, particularly in the engaged configuration of the clutch. The use of a wedge makes compatible said clutch mechanism with any transmission system, the axial locking being provided on a case by case basis by the shim and the axial stopping element. The shim can be manufactured easily and inexpensively, and easily inserted on the transmission casing; - The wedge is interposed between the second blocking element of the axial locking system and the at least one output hub. More specifically, the shim is for example interposed axially between the stop ring and the output hub. Mounted on a transmission shaft, the shim can thus be easily integrated on the transmission shaft. To facilitate its assembly, a bore is cleverly made on an input hub of the clutch mechanism. The radial dimensions of the bore are such that a non-zero space remains between the second locking element of the axial locking system and / or the wedge and the bore. Preferably, the respective radial dimensions of the bore on the one hand and the second blocking element and / or shim on the other hand are such that it is possible to insert a gripping tool in the bore; - A radial force associated with the at least one clutch is supported at the clutch support by a rolling bearing. This configuration makes it possible cleverly to reduce the radial dimensions of the bearing, the latter being carried radially closer to the axis of rotation O, thus reducing the forces supported and the wear of said rolling bearing. Preferably, the rolling bearing is of the type with oblique bearings in order to be able to transmit both an axial force and a radial force; - The transmission may optionally be rotatably coupled with the control system to prevent relative rotational movement between said control system and said transmission. In particular, the control system can be removably linked to the transmission by a fastening means providing at least one rotation lock with respect to said transmission;
    Complementarily or alternatively, a mechanism according to the first aspect of the invention or to any one of its first and / or second improvements may comprise alternately or complementarily at least one of the third improvements below taken optionally in combination: the housing of the clutch control system has a planar face arranged to bear axially on the transmission. The collaboration of the flat face of the housing with a face facing the transmission forms the first axial locking element, and more particularly in the form of an axial stop element; ~ the mechanism according to the first aspect of the invention further comprises an actuating support, preferably of metal material such as steel or aluminum, or possibly plastic; ~ the actuating support is integrally linked to the control system, the actuating support being at least rotatably coupled with the housing of said control system by means of rotational coupling which are described in the following paragraphs; The clutch support is distinct from the control system; The actuation support is attached to the casing of the control system; The actuation support is situated axially between the casing of the control system and an outlet hub of the clutch; - The clutch support is axially supported on the actuating support at least during assembly of the clutch mechanism; - The actuating support is mounted with an axial clearance vis-à-vis the transmission to ensure that the axial locking between the control system and the transmission is performed at said control system. In other words, the actuating support does not contribute directly to the axial locking with the transmission. In this way, the axial dimensional tolerances of the actuating support are low, thus making it possible to manufacture said actuation support at a lower cost; - The operating support is mounted in a bore of the control system and without radial play with said control system. Preferably, this assembly without play is made in force and allows a coupling in rotation between said actuating support and said control system; The operating support is crimped in a bore of the control system, making it possible to couple in rotation between the said operating support and the said control system. The actuation support is made of material with the casing of the control system; The clutch support and the control system, and more particularly the housing, are coupled in rotation by means of a rotation coupling means which is arranged to be able to couple in rotation the control system with the support of clutching and preventing any relative rotational movement between said control system and said clutch support; - The clutch support is supported on a circumferential surface formed on the actuating support or on the housing of the control system. The circumferential range is advantageously located axially between the annular piston of the control system and the output hub of the clutch. ; ~~ the coupling means in rotation between the clutch support and the control system is of the type of a spline connection, preferably straight, or key; - The rotation coupling means comprises first splines located for example on the circumferential surface of the housing of the control system or the actuating support and the second splines located on a complementary surface of the clutch support; The first splines are of the male type and the second splines are of the female type or, alternatively, the first splines are of the female type and the second splines are of the male type. Male-type splines are grooves that extend radially outwards, and by analogy female splines grooves that extend radially inward; - The control system is releasably connected to the transmission by a fastening means providing at least one locking in rotation vis-à-vis said transmission, such as for example with a screw assembly; the rotational coupling means is located in the interior space of the force transmission member, advantageously located radially between the clutch and the transmission shaft and axially inside said force transmission member.
    According to a second aspect of the invention, there is provided a transmission for a motor vehicle comprising a clutch mechanism according to the first aspect of the invention or any of its improvements.
    According to a third aspect of the invention, there is provided a method of assembling a clutch mechanism according to the first aspect of the invention or any of its improvements, said method of assembly comprising the following steps: axial bearing of the control system against the transmission, coupling in rotation of 1 clutch with the control system by insertion, in particular sliding, of the clutch support over a circumferential range of the control system, axial bearing of the clutch support against the control system, axial locking of the clutch support on a transmission shaft by insertion of a stop ring into a groove of the transmission shaft.
    Advantageously, the method according to the third aspect of the invention may comprise the following intermediate steps preferably carried out before the step of axially locking the clutch support on the transmission shaft: - optionally, measurement of a residual clearance between the axial locking system and the clutch support, - inserting a calle between the clutch outlet hub and the stop ring so as to reduce or cancel the axial clearance between the clutch support clutch and the control system.
    Advantageously, the method according to the third aspect of the invention comprises a step of coupling in rotation of the control system on the transmission, said step being carried out before or simultaneously with the step of axially pressing the clutch support on the control system. The axial support provided between the housing and the clutch support reduces the axial size of the clutch mechanism according to the invention during its assembly in two parts.
    Various embodiments of the invention are provided, integrating, according to all of their possible combinations, the various optional features set forth herein.
    DESCRIPTION OF THE FIGURES AND EMBODIMENTS Other features and advantages of the invention will become apparent from the description which follows, on the one hand, and from several exemplary embodiments given by way of non-limiting indication with reference to the schematic drawings. FIGS. 1 illustrates an axial sectional view of a transmission system comprising a double-clutch mechanism according to a first aspect of the invention, FIG. 2 illustrates a view in FIG. axial section of a transmission system comprising a double-clutch mechanism consistent with the first aspect of the invention and according to a second embodiment, - FIGURE 3 illustrates an axial sectional view of a transmission system comprising a mechanism with a double fluid clutch according to the first aspect of the invention and according to a third embodiment, FIG. ue in axial section of a transmission system comprising a double clutch mechanism bumid according to the first aspect of the invention and according to a fourth embodiment.
    The embodiments which will be described hereinafter are in no way limiting; it will be possible to imagine variants of the invention comprising only a selection of characteristics described hereinafter isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention compared to the state of the art. This selection comprises at least one feature preferably functional without structural details, or with only a part of the structural details if this part alone is sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art.
    In particular, all the variants and all the embodiments described are combinable with each other if nothing stands in the way of this combination at the technical level.
    In the figures, the elements common to several figures retain the same reference.
    FIG. 1 shows a clutch mechanism 10, in particular for a motor vehicle, having a main axis of rotation O.
    In the following paragraphs, the clutch mechanism 10 is presented through its technical and functional characteristics common to all the embodiments according to the first aspect of the present invention. The embodiments will be described next in their specificities and their differences with respect to these common technical and functional characteristics. FIG. 1 serves as a support for the description of the technical and functional characteristics common to all the embodiments of the first aspect of the invention.
    General embodiment
    The clutch mechanism 10 illustrated in FIGURES 1 and following is of the double wet clutch type, in a so-called radial position, the first clutch 100 being located preferentially outside the second clutch 200.
    Alternatively, the clutch mechanism 10 can be configured in a so-called axial position, the first clutch 100 being axially arranged towards the bitter and the second clutch 200 being arranged axially forwardly.
    Alternatively again, the clutch mechanism 10 may be of the double clutch dry type.
    The clutch mechanism 10 with a double wet clutch is arranged to selectively couple the input shaft to a first transmission shaft A1 or to a second transmission shaft A2 via the first clutch 100 or the second clutch 100 respectively. clutch 200.
    Preferably, the first transmission shaft A1 and the second transmission shaft A2 are coaxial.
    The first clutch 100 and the second clutch 200 are preferably of multidisc type. Each multi-disk clutch comprises on the one hand a plurality of first friction elements, such as for example friction discs, integrally connected in rotation with the input shaft, and on the other hand a plurality of second friction elements, such as for example flanges, integrally connected in rotation to at least one of the transmission shafts.
    Optionally, the plurality of first friction elements consist of flanges integrally connected in rotation to one input shaft, and the plurality of second friction elements consist of friction discs integrally connected in rotation to at least one of the shafts. of transmission.
    The first transmission shaft A1 is rotatably coupled to the input shaft and driven by it in rotation when the first clutch 100 is configured in a so-called engaged position for which the plurality of first friction elements 101 is rotatably coupled to the plurality of second friction elements 102.
    The first transmission shaft A1 is rotatably decoupled from the input shaft when the first clutch 100 is configured in a so-called disengaged position for which the plurality of first friction elements 101 is rotatably decoupled from the plurality of second elements of friction 102.
    The second transmission shaft A2 is rotatably coupled to the input shaft and rotated by it when the second clutch 200 is configured in an engaged position for which the plurality of first friction members 201 are rotatably coupled to the plurality of second friction elements 202.
    The second transmission shaft A2 is rotatably decoupled from the input shaft when the second clutch 200 is configured in a so-called disengaged position for which the plurality of first friction elements 201 is decoupled in rotation to the plurality of second elements of friction 202.
    In the context of the invention, the transmission shafts A1 and A2 are arranged to cooperate with a transmission 400 such as for example a gearbox of the type fitted to motor vehicles.
    In the wet double-clutch clutch mechanism illustrated in FIG. 1, the first clutch 100 is arranged to engage the odd gear ratios of the transmission 400 and the second clutch 200 is arranged to engage the even and reverse gear ratios of the transmission. transmission 400. Alternatively, the ratios supported by said first clutch 100 and second clutch 200 are respectively reversed.
    The first clutch 100 and the second clutch 200 are arranged to alternately transmit a so-called input power - a torque and a rotational speed - of the input shaft, to one of the two transmission shafts A1, A2, according to the respective state of the clutches 100 and 200 and via an inlet web 109 ·
    Preferentially, the clutches 100 and 200 are arranged so as not to be simultaneously in the same engaged or disengaged position. Optionally, the first and second clutches 100, 200 can simultaneously be configured in the disengaged position.
    The clutch mechanism 10 comprises around the axis O at least one input element which is rotatably connected to a not shown input shaft. Preferably, the input element of the clutch mechanism 10 comprises at least one input hub 130. On its lower elongation, the input hub 130 is connected in rotation and / or axially to the input shaft, possibly via a damping device such as a double damping flywheel for example.
    On its outer elongation, the input hub 130 is rotatably coupled to an inlet web 109 "at a lower end and located rearward of said inlet web 109; preferably they are integral, for example fixed by welding and / or riveting. On the side of its upper end, the entry web 109 is rotatably connected to a first clutch 100 via an entry disk carrier 106, said entry disk carrier 106 being rotatably connected to said web. inlet 109, preferably by cooperation of shapes, in particular of the type flutes.
    The first and second clutches 100 and 200 are controlled by a control system 300 comprising a first and a second actuator 320, 330. The control system 300 comprises a casing 307 whose upper part 301 is arranged to possibly receive fastening means 310. cooperating with the transmission 400. The housing 307 of the control system 300 also comprises a lower portion 302 having an axial elongation arranged to support the first and second actuators 320 and 330. At its rearward portion, the system control 300 has a so-called support face 304> preferably flat, arranged to provide a plane support with the transmission 400. The bearing face 304 is preferably located axially towards the rear of the control system 300.
    Preferably, the first and second actuators 320 and 330 are of the hydraulic cylinder type. The first and second actuators 320, 330 may each comprise an annular piston. The control system 300 comprises a first and a second hydraulic fluid supply channel 321 and 331 for the first and second actuators 320, 330. Preferably, the hydraulic fluid is a fluid under pressure, for example oil.
    The first actuator 320 is arranged to configure the first clutch 100 in a position between the engaged position and the disengaged position. More particularly, the first actuator 320 is axially movable, here from the rear towards the front, between the engaged position and the disengaged position of the first clutch 100.
    The first actuator 320 is connected to the first clutch 100 via a part of a first bearing 140 and secondly a first force transmission member 105 *
    The first bearing 140 is arranged to transmit axial forces generated by the first actuator 320 to the first force transmission member 105.
    The first force transmission member 105 is arranged to transmit an axial force at its upper elongation 104 to the first clutch 100, said upper elongation 104 extending axially forwardly to be able to spread or squeeze the first friction elements 101. against the second friction elements 102 on the one hand, and against an external reaction means 103 of the inlet web 109 on the other hand.
    The external reaction means 103 is rotatably coupled to the inlet hub 130 via the inlet web 109. Preferably, the external reaction means 103 and the inlet web 109 are made in one piece. alternatively two pieces fixed together by any means such as riveting or welding.
    The external reaction means 103 has a shape complementary to that of the first or second friction elements, so as to allow a frictional coupling of the first and second friction elements 101, 102 when the first actuator 320 exerts an axial force towards the forward to configure the first clutch 100 in its engaged position. By way of nonlimiting example, the reaction means may take the form of a disc which extends radially outwards and a central zone extends axially forwardly.
    The external reaction means 103 has in particular an outer groove which cooperates with an internal groove of the entry web.
    The first clutch 100 is preferably of the multidisc type. It comprises at least a first friction element 101, such as for example a friction disc. The first friction elements 101 are rotatably coupled to the first transmission shaft A1 through a disk carrier output forming an output member of the first clutch 100.
    The output disk carrier 110 has on its outer radial periphery an axial elongation 107 which is provided with a toothing intended to cooperate with a complementary toothing on each first friction element 101, and more particularly to the inner radial periphery of each first friction element 101. The output disk carrier is thus coupled in rotation by meshing with the first friction elements 101.
    At its lower radial end, the outgoing disk carrier is connected to a first output hub 120. The first output disk carrier 110 and the first output hub 120 are preferably fastened together by welding, alternatively by riveting. .
    The first output hub 120 has radially inside axial splines arranged to cooperate with complementary splines located on the first transmission shaft A1, so as to achieve a rotational coupling.
    The first clutch 100 also comprises elastic return means for automatically pushing the first actuator 320 in the disengaged position. Preferably, the elastic return means are formed by spring washers, such as wave washers of the "Onduflex TM" type. The spring return washers are interposed axially between the second friction elements 101, 102. They are preferably arranged radially inside the first friction elements 101. Each spring return washer is axially in abutment against the radial face before a second friction element 102 and against the rear radial face of another second friction element 102 axially adjacent.
    The elastic return means axially bias the second friction elements to facilitate the release of the first friction elements 101 and the return of the first actuator 320 to the disengaged position.
    In variant not shown, the return means of the first actuator 320 are formed by at least one spring.
    The second clutch 200 of the clutch mechanism 10 is similar in design to that of the first clutch 100, the second clutch 200 is preferably of multidisc type.
    Advantageously, reference is made to the need for the description of the second clutch 200 to the detailed description of the first clutch 100 given above.
    In a manner comparable to the position described for the first clutch 100, the second actuator 330 is arranged to configure the second clutch 200 in a position between the engaged position and the disengaged position.
    The second actuator 330 is connected to the second clutch 200 via a second bearing 240 and secondly a second force transmission member 205.
    The second actuator preferably comprises an annular piston mounted axially sliding on the casing 307 of the control system.
    The second bearing 240 is arranged to firstly transmit axial forces generated by the second actuator 330 to the second force transmission member 205, and secondly to support the radial load exerted by the first force transmission member 105. ·
    The second force transmission member 205 is arranged to transmit an axial force at its upper elongation 204 to the second clutch 200, said upper elongation 204 extending axially forwards and through an opening 108 provided in the input disk carrier 106 to be able to move or squeeze the first friction elements 201 against the second friction elements 202 on the one hand, and against an inner reaction means 203.
    The internal reaction means 203 is integral with an axial forward extension portion 206 which is integral with the input disk carrier 106 via a radial elongation portion 208 which is attached to the input disk carrier 106 by any means, for example by welding or riveting. Alternatively, the inner reaction means 203 and 1 input disk carriers 106 are made in one piece.
    The second force transmission member 205 is located axially between the input disk carrier 106 and the first force transmission member 105.
    On its lower part, the second force transmission member 205 comprises a bore 212 to leave an interior space to not perform a radial support on the control system 300 or on one of the transmission shafts Al, A2.
    The external reaction means 203 has a shape complementary to that of the first or second friction elements 201, 202, so as to allow a friction coupling of the first and second friction elements 201, 202 when the second actuator 330 exerts an axial force forward to configure the second clutch 200 in its engaged position. By way of nonlimiting example, the reaction means 230 may take the form of a ring with a toothing on the outer periphery and a central support groove which extends axially rearwardly.
    The second clutch 200 is preferably of the multi-disc type. It comprises at least one first friction element 201, such as for example a friction disc. The first friction elements 201 are rotatably coupled to the second transmission shaft A2 via a second output disk carrier 210 forming an output element of the second clutch 200.
    The second output disk carrier 210 has at its outer radial periphery an axial elongation 207 which is provided with a toothing intended to cooperate with a complementary toothing on each first friction element 201, and more particularly to the inner radial periphery of each first friction element 201. The second output disk carrier is thus coupled in rotation by meshing with the first friction elements 201.
    At its lower radial end, the second output disk carrier 210 is linked to a second output hub 220. The second output disk carrier 210 and the second output hub 220 are preferably fastened together by welding, alternatively by riveting. .
    The second outlet hub 220 comprises radially inside the axial splines arranged to cooperate with complementary splines located on the second transmission shaft A2, so as to perform a coupling in rotation.
    Preferably, the second transmission shaft A2 takes the form of a hollow cylinder inside which the first transmission shaft Al can be inserted.
    The second clutch 200 also comprises elastic return means for automatically pushing the second actuator 330 in the disengaged position. Preferably, the elastic return means are formed by spring washers, such as wave washers of the "Onduflex TM" type. The spring return washers are interposed axially between the second friction elements 201, 202. They are preferably arranged radially inside the first friction elements 201. Each spring return washer is axially in abutment against the radial face before a second friction element 202 and against the rear radial face of another second friction element 202 axially adjacent.
    The elastic return means axially urge the second friction elements to facilitate the release of the first friction elements 201 and the return of the second actuator 330 to the disengaged position.
    In variant not shown, the return means of the second actuator 330 are formed by at least one spring.
    The inlet disk carrier 106 further includes an inner segment 111 which extends radially inwardly of the clutch mechanism 10 at the aperture 108 and axially forwardly. At its lower end, the inner segment 111 of the inlet disk carrier 106 bears on a heel 118 in radial abutment on a rolling bearing 113 arranged to support the radial load of the inlet disk carrier 106.
    Radially, the rolling bearing 113 is integrally connected to a clutch support 500 located in an intermediate axial position between the control system 300 and the first and second output hubs 120, 220.
    Axially, the position of the rolling bearing 113 is defined forwards by a stop 114 · The stop 114 may preferentially be of the type of a locking ring or stop ring. Furthermore, the abutment 114 may preferably be housed in a groove formed on the peripheral surface of the clutch support 500. More generally, the rolling bearing 113 is arranged radially between the clutch support 500 and the carrier. 106. Axially, the rolling bearing 113 is stopped axially by a stop ring 114 disposed on the opposite side to the axial force exerted by the first or second actuator 320, 330.
    Advantageously, the rolling bearing 113 is of the type of an angular contact bearing in order to be able to transmit both an axial force and a radial force. This axial force is, at the bearings bearing 113, taken up by the stop 114 · Indeed, when the first or second actuator 320, 330 transmits an axial force to the first or second force member 105, 205 to configure 1 clutch 100, 200 corresponding in an engaged or disengaged configuration, an axial force is transmitted between a first end comprising said first or second actuator 320, 330 and a second end located at the transmission shaft A1, A2, and more particularly at the second locking element 600. All elements involved in the transmission of an axial force during operation of the clutch and located axially between the second locking element 600 and the first or second actuator 320, 330 are axially locked. so as to transmit said axial force.
    The clutch support 500 is directly or indirectly linked to the control system 300 according to the various embodiments of the clutch mechanism 10 according to the first aspect of the invention which will now be described. Each embodiment illustrated below allows axially locking and rotatably coupling the clutch mechanism 10 along the transmission chain. Only some of the specificities and technical and functional differences of each embodiment will be described, in comparison with the general embodiment described above through FIGURES 1 and 2 to facilitate the understanding of the invention.
    First embodiment
    In the first embodiment described in FIG. 1, the control system 300 is first integrally connected to the transmission 400 via axial coupling and rotational coupling so as to prevent any axial, radial and axial relative movement. around the axis O between said control system 300 and said transmission 400. Next, an at least axial locking of the clutch mechanism 10 is carried out, in particular via the clutch support 500, in order to prevent movement towards the rear of said clutch mechanism 10 relative to the transmission 400. As a non-limiting example, it may be an assembly screw assembly.
    To do this, the control system 300 is first attached to the transmission 400 via at least one fastening means 310 arranged to cooperate with at least one additional fastening means 401 of the transmission 400. less a fastening means 310 is preferably located on an outwardly radially elongated portion of the housing 307 of the control system 300, said upper portion 301, to allow easy access from the rear when mounting said system of control 300 on said transmission 400. Preferably, the upper portion 301 extends radially farther outward than the other parts of the control system 300. In the illustrated example, the fixing means 310 comprises three distributed attachment zones. radially around the axis O.
    In 1 example illustrated in FIG. 1, the fixing means 310 comprise at least one screw arranged to fit into a tapping made on the face 402 of the transmission 400 facing the control system 300. both axial and radial control system 300 on the transmission * 00.
    The control system 300 further comprises a first axial locking element making it possible to guarantee a robust and invariant axial coupling of the control system 300 with respect to the transmission 400 during operation of the clutch mechanism 10, said axial locking preventing any movement. relative to the front or rear of the control system 300 relative to the transmission 400. In the example illustrated in FIGURE 1, the first axial locking blocking element comprises a plane support made between the face of support 304 of the control system 300 and the facing face 402 of the transmission 400. Optionally, the fixing means consist of at least two pins cooperating jointly between the transmission 400 and the control system 300, and more particularly the housing 307
    When the control system 300 is integrally linked to the transmission chain 400, the clutch mechanism can be deployed along the transmission shafts Al and A2 to achieve its assembly on the transmission chain.
    To do this, the clutch support 500 is axially and rotatably coupled to the control system 300 respectively by means of an axial coupling means and a separate rotational coupling means of said axial coupling means.
    The rotation coupling means comprises first splines 303 located on a range of the control system 300 and second splines 503 located on a complementary surface of the clutch support 500. According to a first variant, the first splines are of the male type and the second splines are of the female type. According to a second variant, the first splines are of the female type and the second splines are of the male type.
    Complementarily, the axial coupling means is arranged to prevent axial and backward relative movement between the clutch support 500 and the control system 300.
    A bearing 305 extending axially forwardly of the lower portion 302 of the housing 307 of the control system 300 carries an axial abutment 306 against which a front face 504 cooperates to effect axial locking. In this way, the clutch support 500 is axially locked forward. In the example illustrated in FIG. 1, the axial blocking between the control system 300 and the clutch support 500 comprises a plane support of the front face 504 on the axial abutment stop 306.
    In the example illustrated in FIG. 1, the stop 305 is made of material with the casing 307 of the control system 300.
    Preferably, the axial abutment abutment is located in an interior space 212 of the second force transmission member 205.
    Forwardly, the clutch support 500 is axially locked through the bearings 115 and 116 located respectively between the clutch support 500 and the second output hub 220 and between the second and first output hubs 220 and 120 and a second axial locking element 600 located on the first transmission shaft Al. The second axial locking element 600 is more particularly located in front of the first output hub 120 of the first clutch 100 and is in plane support with said first output hub 120
    The bearings 115 and 116 thus make it possible to transmit an axial force despite the differential rotation between the first and second output hubs 120, 220. By way of non-limiting example, they may be ball bearings or needle bearings. .
    The second axial locking element 600 is thus arranged to prevent axial movement of the first output hub 120 on the first transmission shaft A1.
    The second axial blocking element 600 is preferably housed in a groove 610 located on a peripheral contour of the first transmission shaft A1.
    Cleverly, the second axial locking element 600 is accessed through a bore 131 formed on the inlet hub 130. Radially, the dimensions of the bore 131 are such that a non-zero space remains between the upper face 601. the second axial locking element 600 and the inner face 132 of the bore 131. Preferably, the respective radial dimensions of the bore 131 and the second axial locking element 600 are such that it is possible to insert a tool gripping in 1 bore to set up said second axial blocking element 600, possibly in the groove 610 with which it can cooperate.
    In this first embodiment, the axial dimensions of the bearing 305 of the control system 300 and / or of the clutch support 500 are respectively adjusted so that the second axial locking element 600 bears against the front face 121 of the first output hub 120.
    More particularly, the distance between the bearing face 304 located at the rear of the control system 300 and the axial bearing stop 306 located on the bearing surface 305 of said control system 300 is adjusted so as to eliminate any residual clearance between these two pieces when the clutch mechanism 10 is assembled. Optionally, a minimal functional clearance is tolerated.
    Thus, in this first embodiment, the axial locking system of the clutch mechanism 10 on the transmission chain comprises: a first axial locking element of the control system 300 on the transmission 400, said first axial locking element being arranged to preferentially produce a support of the support surface 304 of the control system on the facing face 402 of the transmission; a second axial locking element 600 situated at the level of the first transmission shaft Al arranged to carry out an axial support, preferably of plane bearing type on the first output hub 120, and more particularly on its front face 121; an axial support between the clutch support 500 and the control system 300, said axial support being arranged to prevent any forward axial relative movement of said control system 300 with respect to said clutch support 500
    In this first embodiment, the rotational coupling means comprises first splines 303 located on the control system 300 arranged to cooperate with second splines 503 located on the clutch support 500 in order to perform a coupling in rotation between said clutch support 500 and said control system 300. The first splines 303 are preferably of the male type, and the second splines 503 are preferably of the female type.
    Second embodiment
    The second embodiment of a clutch mechanism 10 according to the first aspect of the invention is described through FIGURE 2. For ease of understanding, only the differences with respect to the first embodiment are described below.
    The rotation coupling means is strictly in accordance with that implemented in the first embodiment: it comprises first splines 303, preferably of the male type, located on the control system 300 arranged to cooperate with second splines, preferentially of the female type, located on the clutch support 500 to effect rotational coupling between said clutch support 500 and said control system 300.
    The second axial locking blocking element of the second embodiment differs from the second axial locking blocking element of the first embodiment only in that it further comprises a shim 700 located in an intermediate position between the second element of the second blocking element. axial locking 600 and the rear face 121 of the first output hub 120.
    Wedge 700 is adjusted to firstly make a first plane support between the rear face 701 and the second axial locking element 600 and secondly a second plane support between the front face 702 and the front face 121 of the first hub. 120 output.
    The axial dimension of the shim 700 is adjusted so as to limit or even eliminate any axial play along the transmission chain, and more particularly: between the bearing face 304 situated at the rear of the control system 300 and the axial bearing stop 306 located on the bearing surface 305 of said control system; between the clutch support 500 and the bearing 115; between the bearing 115 and the second output hub 220; between the second output hub 220 and the bearing 116; between the bearing 116 and the first output hub 120; between the first output hub 120 and the shim 700.
    Third embodiment
    The third embodiment of a clutch mechanism 10 according to the first aspect of the invention is described through FIGURE 3. For ease of understanding, only the differences with respect to the first embodiment are described. below.
    The rotation coupling means differs from that implemented in the first embodiment only in that it comprises first splines 303, preferably of the female type, located on the control system 300 and arranged to cooperate with second splines 503, preferably of the male type, located on the clutch support 500 in order to effect a coupling in rotation between said clutch support 500 and said control system 300.
    The axial locking system of the second embodiment is strictly identical to that implemented and described in the first embodiment. It comprises: a first axial locking element of the control system 300 on the transmission 400, said axial support being arranged to preferentially produce a support of the plane bearing surface of the support face 304 of the control system on the facing side. 402 of the transmission; a second axial blocking element 600 situated at the level of the first transmission shaft Al arranged to produce an axial support, preferably of plane bearing type on the first outlet hub 120, and more particularly on its front face 121; an axial support between the clutch support 500 and the control system 300, said axial support being arranged to prevent any forward axial relative movement of said control system 300 with respect to said clutch support 500.
    Fourth embodiment
    The fourth embodiment of a clutch mechanism 10 according to the first aspect of the invention is described through FIGURE 4. For ease of understanding, only the differences with respect to the first embodiment are described below.
    In this fourth embodiment, the actuating support 800 is attached to the housing 307 of the control system 300. The actuating support is located radially between said control system 300 and the second transmission shaft A2. The actuating support 800 is integrally connected to the housing 307 of the control system 300.
    According to a first variant, the actuating support 800 is mounted in a bore of the control system 300 and without radial clearance with said control system 300. Alternatively, according to a second variant, the actuating support 800 is crimped in a bore of control system 300.
    In this fourth embodiment as illustrated in FIG. 4, the actuating support 800 is preferably mounted with an axial clearance 802 with respect to the transmission 400, so that axial coupling with said transmission does not occur. or not at the level of said actuating support 800. The axial coupling is in this case preferentially carried out at the bearing face 304 of the control system 300 in order to guarantee the absence of axial play. More particularly, the bearing face 304 is in plane support against the opposite face 402 of the transmission 400.
    Optionally, fastening means 310 such as assembly screws make it possible to fix the control system 300 firmly on the transmission 400.
    The actuating support 800 further comprises on its lower part an axial elongation bearing towards 1 front 804 · The bearing 804 includes an axial abutment bearing 806 arranged to perform an axial support of the clutch support 500 on said support actuator 800 to prevent backward axial relative movement between said clutch bracket 500 and said actuator bracket 800.
    In this fourth embodiment, the axial dimensions of the actuating support 800 and / or the clutch support 500 are respectively adjusted so that the second axial locking element 600 bears against the rear face 121 of the first output hub. 120.
    More particularly, the distance between the support face 304 located at the rear of the control system 300 and the axial bearing stop 806 located on the bearing surface 803 of the actuating support 800 is adjusted so as to eliminate any residual clearance between these two parts when the clutch mechanism 10 is assembled. Eventually, a minimal functional game is tolerated.
    Thus, in this fourth embodiment, the axial locking system of the clutch mechanism 10 on the transmission shaft comprises: a first axial locking element of the control system 300 on the transmission 400, said axial support being arranged to preferentially carry out a support plane support surface of the support face 304 of the control system on the facing face 402 of the transmission, and the control system 300 being axially secured to the actuating support 800; a second axial blocking element 600 situated at the level of the first transmission shaft Al arranged to provide an axial support, preferably of plane bearing type on the first output hub 120, and more particularly on its front face 121 · - an axial support between the clutch support 500 and the actuating support 800, said axial support being arranged to prevent any axial relative rearward movement of said actuating support 800 with respect to said clutch support 500.
    In this fourth embodiment, the rotation coupling means comprises first splines 805 located on the actuating support 800 and arranged to cooperate with second splines 503 located on the clutch support 500 in order to perform a coupling in rotation between said clutch support 500 and said actuation support 800.
    The first grooves 805 are preferentially of the female type, and the second grooves 503 are preferably of the male type.
    The rotational coupling means of the transmission 400 with the actuating support 800 and / or the control system 300 also comprises assembly screws.
    Of course, the invention is not limited to the examples which have just been described and numerous modifications can be made to these examples without departing from the scope of the invention. In particular, the different features, shapes, variants and embodiments of the invention may be associated with each other in various combinations to the extent that they are not incompatible or exclusive of each other. In particular all the variants and embodiments described above are combinable with each other.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    claims
    A clutch mechanism for installation between an engine and a motor vehicle transmission, said mechanism comprising: a subset comprising: at least one clutch (100, 200); a clutch support (500) arranged to radially support the clutch via a rolling bearing (113); a clutch control system (300) comprising a housing (307) and at least one annular piston (320, 330) arranged to move axially relative to the housing (307) to engage or disengage a clutch (100, 200), the clutch support (500) being located in an axially intermediate position between said control system (300) and an output hub (120, 220) of the clutch mechanism; an axial locking system of the control system with respect to the clutch, said axial locking system comprising: a first axial locking element (304, 402) arranged to perform at least one axial stop between the control system (300) and the transmission (400); a second axial locking element (6θθ) arranged to carry out at least one axial stop between the clutch and a transmission shaft (A1, A2); characterized in that the clutch mechanism comprises a rotational coupling means (303, 503) of the clutch support (500) to the control system (300), said rotational coupling means (303 , 503) being distinct from the axial locking system.
    [2" id="c-fr-0002]
    2. Mechanism according to the preceding claim, characterized in that it comprises two multidisk clutches (100, 200), the control system (300) comprising a first and a second annular pistons (320, 330), respectively arranged to couple or decoupling the first and the second clutch (100, 200) on a first or a second shaft of the transmission (A1, A2).
    [3" id="c-fr-0003]
    3. Mechanism according to any one of claims 1 or 2, characterized in that it comprises an actuating support (8θθ) at least rotatably coupled with the housing (307) of the control system (300).
    [4" id="c-fr-0004]
    4. Mechanism according to claim 3, characterized in that the actuating support (8θθ) is made of material with the housing (307) of the control system (300).
    [0005]
    5 · Mechanism according to claim 3> characterized in that the actuating support (8θθ) is attached to the housing (307) of the control system (300).
    [6" id="c-fr-0006]
    6. Mechanism according to claim 4 or 5, characterized in that the clutch support (500) is supported on a circumferential surface formed on the actuating support (8θθ) and located axially between the annular piston (320, 330). of the control system (300) and the output hub (120, 220) of the clutch (100, 200).
    [7" id="c-fr-0007]
    7. Mechanism according to any one of the preceding claims, characterized in that the second axial locking element (Ô00) bears axially on the shaft (A1, A2) of the transmission (4OO) and on the output hub. (120, 220) of the clutch (100, 200).
    [8" id="c-fr-0008]
    8. Mechanism according to any one of the preceding claims, characterized in that the second axial locking element (6θθ) comprises a ring-type member.
    [9" id="c-fr-0009]
    9. Mechanism according to claim 8, characterized in that the second axial locking element (600) further comprises a shim (700) interposed axially between the stop ring and the output hub (120, 220).
    [10" id="c-fr-0010]
    10. Mechanism according to any one of claims 6 to 9, characterized in that the means for coupling in rotation (303, 503) between the clutch support and the control system is of the type of a key.
    [11" id="c-fr-0011]
    11. Mechanism according to any one of claims 6 to 9, characterized in that the rotational coupling means (303, 503) comprises first grooves (303) located on the circumferential bearing (305) and second grooves (503). ) located on a complementary bearing surface of the clutch support (500).
    [12" id="c-fr-0012]
    12. Mechanism according to claim 11, characterized in that the rotational coupling means (303 503) is axially disposed in an interior space of a force transmission member (105 205).
    [13" id="c-fr-0013]
    13. Mechanism according to any one of the preceding claims, characterized in that the first axial locking element (304, 4 ° 2) comprises a bearing face (304) of the housing (307) located opposite the transmission ( 400).
    [14" id="c-fr-0014]
    14. A method of assembling a clutch mechanism according to any one of claims 1 to 13, characterized in that it comprises at least the following steps: placing axial support of the control system (300) against the transmission (400), in rotation of one clutch (100, 200) with the control system (300) by insertion of the clutch support (500) over a circumferential range (305) of the control system (300), set in axial support of the clutch support (500) against the control system (300), axial blocking of the clutch support (500) on a transmission shaft (A1, A2) by insertion of a stop ring into a groove of the drive shaft (A1, A2).
    [15" id="c-fr-0015]
    15. Method according to the preceding claim, characterized in that the axial blocking step of the clutch support (500) on the transmission shaft comprises the intermediate step of inserting a shim (700) between the hub. (.20, 220) of the clutch (100, 200) and the stop ring to reduce axial backlash between the clutch support (500) and the control system (300).
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3252335B1|2019-07-10|Cooling system for clutch mechanism
    EP3219998B1|2019-01-02|Clutch mechanism and method of assembling such a mechanism on a transmission chain
    EP2990678B1|2017-02-01|Clutch device for a motor vehicle
    EP3494323B1|2020-07-08|Compact dual-clutch mechanism and transmission system comprising such a dual-lutch mechanism
    EP3371474B1|2019-09-11|Transmission system comprising a dual wet-clutch mechanism
    EP3366938A1|2018-08-29|Elastic return device for a wet clutch mechanism and wet clutch comprising such an elastic return device
    WO2018024997A1|2018-02-08|Clutch mechanism and transmission system comprising such a clutch mechanism
    EP3580468B1|2021-03-03|Detachable double-clutch mechanism
    FR3025272A1|2016-03-04|DUAL WET CLUTCH MECHANISM FOR A TRANSMISSION SYSTEM
    WO2018096114A1|2018-05-31|Radial assembly of a clutch mechanism on a transmission
    EP3252333B1|2019-01-09|Axial interlocking system for a clutch mechanism
    FR3051860A1|2017-12-01|AXIAL PRE-CHARGE DEVICE OF A CLUTCH MECHANISM ON A TRANSMISSION CHAIN
    FR3051863B1|2019-07-26|COMPACT CLUTCH MECHANISM COMPRISING SEPARATE RADIAL BEARINGS OF AXIAL BEARINGS
    FR3054867A1|2018-02-09|DOUBLE CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A DOUBLE CLUTCH MECHANISM
    WO2018100007A1|2018-06-07|Cooling system for clutch mechanism
    WO2018086905A1|2018-05-17|Compact dual-clutch mechanism and transmission system comprising such a dual-clutch mechanism
    FR3054866A1|2018-02-09|CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A CLUTCH MECHANISM
    WO2018211099A1|2018-11-22|Dual clutch mechanism
    EP3810947A1|2021-04-28|Lubricating ring and clutch module comprising such a lubricating ring
    FR3069295A1|2019-01-25|CLUTCH MODULE COMPRISING A DOUBLE CLUTCH MECHANISM
    同族专利:
    公开号 | 公开日
    EP3219998B1|2019-01-02|
    CN107202080A|2017-09-26|
    US10458486B2|2019-10-29|
    KR20170107928A|2017-09-26|
    EP3219998A1|2017-09-20|
    CN107202080B|2020-03-10|
    FR3049025B1|2019-04-26|
    US20170268583A1|2017-09-21|
    KR102327765B1|2021-11-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102010051447A1|2009-11-20|2011-05-26|Schaeffler Technologies Gmbh & Co. Kg|coupling device|
    DE102010051911A1|2009-11-25|2011-06-01|Schaeffler Technologies Gmbh & Co. Kg|Multiple coupling device, component, assemblies and methods of assembly|
    DE102011115227A1|2010-10-08|2012-04-12|Borgwarner Inc.|Dual clutch assembly|
    DE102014209618A1|2013-06-17|2014-12-18|Schaeffler Technologies Gmbh & Co. Kg|Multiple coupling device, in particular radial double clutch device|
    DE102007009964A1|2006-03-22|2007-09-27|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Coupling gear for power transmission between rotatory drive unit and rotatory propelled unit, has two bearings among which former is connected with front part of coupling gear and latter bearing is connected with cover|
    EP2310707B1|2008-07-14|2012-12-05|Schaeffler Technologies AG & Co. KG|Dual clutch|
    EP2469114B1|2010-12-21|2017-11-01|BorgWarner Inc.|Coupling device|
    DE102011122741B4|2010-12-21|2021-01-28|Borgwarner Inc.|Coupling device|DE102016000708A1|2016-01-26|2017-07-27|Fte Automotive Gmbh|Actuator, in particular slave cylinder, for a device for clutch actuation in a motor vehicle|
    FR3082575B1|2018-06-19|2021-11-26|Valeo Embrayages|LUBRICATING RING AND CLUTCH MODULE INCLUDING SUCH LUBRICATING RING|
    FR3084707B1|2018-07-31|2021-11-26|Valeo Embrayages|WET CLUTCH MECHANISM AND TORQUE TRANSMISSION MODULE INCLUDING THIS WET CLUTCH MECHANISM|
    法律状态:
    2017-03-31| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-22| PLSC| Publication of the preliminary search report|Effective date: 20170922 |
    2018-03-29| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-31| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-30| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652228A|FR3049025B1|2016-03-16|2016-03-16|CLUTCH MECHANISM AND METHOD FOR ASSEMBLING SUCH A MECHANISM ON A TRANSMISSION CHAIN|
    FR1652228|2016-03-16|FR1652228A| FR3049025B1|2016-03-16|2016-03-16|CLUTCH MECHANISM AND METHOD FOR ASSEMBLING SUCH A MECHANISM ON A TRANSMISSION CHAIN|
    EP17157867.7A| EP3219998B1|2016-03-16|2017-02-24|Clutch mechanism and method of assembling such a mechanism on a transmission chain|
    US15/457,663| US10458486B2|2016-03-16|2017-03-13|Clutch mechanism and method for installing such mechanism on transmission drivetrain|
    KR1020170032705A| KR102327765B1|2016-03-16|2017-03-15|Clutch mechanism and method for assembling such a mechanism on a transmission chain|
    CN201710156615.7A| CN107202080B|2016-03-16|2017-03-16|Clutch mechanism and method for assembling such a mechanism on a drive chain|
    [返回顶部]