• 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 (10) to be installed between a motor and a transmission (400) of a motor vehicle, said clutch mechanism (10) comprising at least one cooling duct arranged to circulate a cooling fluid to the clutch (100, 200), each cooling duct comprising an axial extension portion and at least one radially extending portion, the axial extension portion of each cooling duct being located radially between a transmission shaft (A2) and an inner face of the clutch support (500), and at least one radial extension portion of each cooling duct being located axially between the support bearing (113) and the output hub ( 120, 220).
    公开号:FR3051861A1
    申请号:FR1654937
    申请日:2016-05-31
    公开日:2017-12-01
    发明作者:Arnaud Dole；Francois Thibaut；Taemann Kim；Bruno Manceau
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    COOLING SYSTEM FOR CLUTCH MECHANISM
    Technical area
    The present invention has a clutch mechanism, and more particularly a cooling and lubricating system of such a clutch mechanism. It is located in the field of transmission, especially for automobile vehicles. State of the art
    Clutch mechanisms are known from the prior art, comprising: a motor input hub, which can be connected to an engine input shaft, an output hub that can be connected to a transmission, a supported multi-disk clutch. by a clutch support, the multi-disk clutch comprising: a plurality of first friction members integrally rotatably connected to the input shaft via an input disk carrier and the input hub a plurality of second friction members integrally rotatably connected to the output shaft via an output disk carrier and the output hub, a control system including a housing and an actuator arranged to configure the clutch in a position eomprise between: an engaged configuration for which the plurality of the first friction elements of the clutch is rotatably coupled to the plurality of s second friction elements of said clutch, and a disengaged configuration for which the plurality of the first friction elements of the clutch is rotatably decoupled from the plurality of second friction elements of said clutch.
    During their operation, the frictional forces generated at the level of the multi-disk clutch generate ecbauffements, in particular during the transient phase of frictional engagement of the clutch during which there is a non-zero differential rotation speed between the first friction elements and the second friction elements.
    In order to guarantee optimal and durable operation of the clutch mechanism, and to limit the premature wear of the first and second friction elements, the use of a cooling fluid that both lubricates and cools is known. the clutch during its operation. In EP 2 905 492 A2, the cooling fluid is introduced into the clutch mechanism by a cooling duct passing through the clutch support.
    In order to orient the cooling fluid towards the clutch, the cooling duct often includes complex shapes taking into account the space available in the clutch mechanism and its geometry. More particularly, the clutch support comprises, in known manner, a first blind bore of axial elongation allowing the cooling fluid to be introduced into the clutch mechanism, and a second blind bore of radial extension allowing the cooling fluid to circulate in the clutch mechanism, the second bore opening into the first blind bore.
    The realization of such a cooling duct is thus complex and requires machining in several operations to ensure fluid communication between the first and second bore. More particularly, it is necessary to manually resume the machining of the two bores, to perform deburring at the intersection of the two bores to ensure optimum circulation of the cooling fluid in the cooling duct on the one hand, and in the mechanism clutch on the other hand. Thus, the known eonfigurations of cooling ducts implement heavy and complex manufacturing processes that contribute to the increase in manufacture of clutch mechanisms.
    The object of the present invention is to respond at least in large part to the foregoing problems and to furthermore provide other advantages which will become apparent through the description and the figures which follow.
    Another object of the invention is to propose a new clutch mechanism for solving at least one of these problems.
    Another object of the present invention is to simplify the manufacture of a clutch mechanism and to reduce the cost.
    Another object of the present invention is to reduce the bulk of a clutch mechanism.
    Presentation of the invention
    According to a first aspect of the invention, at least one of the abovementioned objectives is achieved with a clutch mechanism intended to be installed between an engine and a motor vehicle transmission, said mechanism comprising (i) at least one clutch, ( ii) a control system comprising a casing and at least one annular piston arranged to move axially relative to the casing in order to engage or disengage the clutch via at least one transmission bearing, (iii) a support engagement clutch for radially supporting the clutch via a support bearing, the clutch support being located in an axially intermediate position between said control system and an output hub of the clutch mechanism, (iv) at at least one cooling duct arranged to circulate a cooling fluid to the clutch, each cooling duct comprising an axial extension portion and at least one radial extension portion, the axial extension portion of each cooling duct being located radially between a transmission shaft and an inner face of the clutch support, and at least one radial extension portion of each duct cooling element being located axially between the support bearing and the output hub.
    According to its first aspect, the invention makes it possible cleverly to take advantage of the coaxial architecture of a clutch mechanism in order to clear a radial space between the transmission shaft and the clutch support for circulating the cooling fluid, and more particularly for introducing the coolant from outside the clutch mechanism into the clutch mechanism.
    In addition, the radial extension part is cleverly designed to lead into this space. Axially, the radial extension portion is located between the support bearing and the outlet hub so as to direct the cooling fluid to the clutch in the most direct manner possible to improve its cooling and / or lubrication.
    This original configuration thus makes it possible to reduce the number of machining operations in the clutch support, in comparison with the prior art. The invention in accordance with its first aspect thus simplifies the manufacturing processes and reduces related costs.
    Furthermore, the present invention in its first aspect also reduces the radial dimensions of the clutch support since it is no longer necessary to pass through the latter an axial elongation conduit for circulating the coolant. The present invention thus makes it possible to limit the radial size of the clutch mechanism by increasing the free internal volume located radially between the clutch support and the clutch, or even to reduce the radial dimensions of such a clutch mechanism.
    The clutch mechanism according to the first aspect of the invention preferably comprises a wet or dry clutch.
    Advantageously, the mechanism according to the first aspect of the invention comprises two multidisc clutches, preferably wet, 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 flanges, integrally connected in rotation to the input shaft via an input disk carrier and an inlet hub, and secondly a plurality of second friction elements, such as for example friction discs, 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 configuration for which the plurality of first friction members is rotatably coupled to the plurality of second friction elements, and a disengaged configuration 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 configuration; 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 hydraulic or pneumatic, 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 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 thereof:
    ~ "Before" or "bitter" according to the direction relative to an axial orientation determined by the main axis O 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, on the motor side; 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: ~ each clutch comprises a plurality of friction elements integrally connected in rotation to a input shaft, the radial extension portion being located axially in a plane perpendicular to the axis O and passing through at least a portion of the plurality of friction elements in order to facilitate the propagation of the cooling fluid in the direction of each clutch when these are rotated about the axis O. In other words, the radial extension portion is located axially in line with at least a portion of the plurality of friction elements; ~ an outer end of the radial extension portion is axially located between an outlet disk holder and an inlet disk holder to promote the transfer of cooling fluid between each cooling duct and the clutch; ~ the radial extension portion is oriented towards the friction elements of the clutch so as to optimize the flow of fluid through the first and second friction elements ~ an outer end of the radial extension portion is axially further away from the transmission than an inner end of the radial extension portion, so that the outer end of the radial extension portion is oriented substantially in a direction opposite to a bearing face of the housing on the transmission relative to an inner end of the radial extension portion; The radial extension portion is oriented at an angle of between -45 ° and + 45 ° to an axis perpendicular to the axis of rotation O; ~ The radial extension portion is formed by an axial bearing bearing in axial bearing against the clutch support and the output hub; "The radial extension portion is alternately or complementarily formed by: O at least one through bore from one side and formed in the clutch support. Preferably, one through bore opens at a first end on the inside of the clutch support and, at a second end, on the outer part of the clutch support, thus allowing the cooling fluid to flow between the axial extension portion. and the clutch; O at least one radial bore passing right through the axial bearing bearing, the bore projecting towards the inside in the axial extension portion of the cooling duct in order to allow the cooling fluid to circulate between the part of the axial extension and 1 clutch. Alternatively, the axial bearing bearing comprises at least one radial duct passing through and through and opening inwards in the axial extension portion of the cooling duct. To the outside, the radial bore and / or the radial duct opens on the outer face of the radial bearing bearing to allow the cooling fluid flowing in the axial extension portion to be transferred to the clutch. Optionally, the cooling fluid flowing through the axial thrust bearing passes through a guide cage balls or rollers or needles to allow to lubricate the axial bearing bearing simultaneously with the transfer of the cooling fluid between the axial extension portion and the clutch; O at least one annular ring located between the clutch support and the output hub. The annular ring may be located between the axial bearing and the clutch support or between the axial bearing and the output hub. Optionally, the clutch mechanism comprises two annular rings located on either side of the axial bearing; O at least one conduit passing right through the annular ring, the conduit opening inwards in the axial extension portion of the cooling duct to allow fluid communication between the axial extension portion and the clutch. The number and / or the diameter of the radial extension duct depends on the desired flow rate and / or the viscosity of the cooling fluid; the axial bearing is of the needle type; "The radial extension ducts of the annular ring are angularly distributed regularly about the axis O to promote the distribution of the cooling fluid at the clutch during its operation, and more particularly during its rotation around the O axis; The radial extension part situated between the support bearing and the outlet hub is a first part of radial extension, the cooling duct comprising a second part of radial extension situated between the support bearing and the control system in order to allow a better radial distribution of the cooling fluid at the clutch according to the dimensions of 1 clutch. Indeed, in the case of an axially extended clutch, it may be desirable to radially project the cooling fluid at several axial positions for better cooling and / or better lubrication of the clutch; the second radial extension portion is formed by a through bore formed in the clutch support; the clutch mechanism inlet disk carrier comprises at least one radial opening located in a plane perpendicular to one axis O and passing through at least part of the plurality of friction elements in order to allow better fluid communication of the outgoing coolant radially at the second portion of radial extension to the clutch. More particularly, the radial opening is located at the base of at least a portion of the plurality of friction elements. Complementarily or alternatively, a mechanism according to the first aspect of the invention or any of its first improvements may comprise alternatively or complementarily at least one of the second improvements below possibly taken in combination: the clutch support is arranged to transmit an axial force generated at the annular piston or pistons, in particular when the latter moves axially to engage the clutch. To do this, the clutch support is locked axially in a position axially between the control system and the output hub of the clutch. on the side of the output hub and the motor, the clutch support bears axially against the output hub via at least one axial bearing. ~ On the side of the control system, the clutch support is in axial support against the transmission or is fixed integrally to the control system so as to transmit an axial force. ~ the clutch support is arranged to radially support the weight of the clutch, 1 by means of a support bearing, and more particularly of a rolling bearing with angular contact bearings in order to transmit both a radial force and a force axial. The support 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 support bearing and the output hub of the clutch. Radially, the support bearing is arranged between the clutch support and the clutch. This configuration makes it possible cleverly to reduce the radial dimensions of the bearing, the latter being carried radially closest to the axis of rotation O, thus reducing the forces supported and the wear of the support bearing; ~ preferably, the support bearing is an angular contact ball bearing; ~ 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 housing of the control system can be made of several parts. In particular, the control system may include an actuating support mounted on the housing and located axially between the housing and the output hub. In general, the housing designates a mechanical part of the transmission which is sufficiently rigid to be able for example to couple in rotation and / or axially the control system on the transmission. Alternatively, the actuating support can be crimped into a bore of the control system, making it possible to couple in rotation between said actuating support and said control system. In these embodiments by assembly or crimping, the actuating support is at least rotatably coupled with the housing. Optionally, the actuating support may be mounted with axial clearance with respect to the transmission to ensure that axial locking between the control system and the transmission is achieved at said control system. 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. Optionally still, the operating support can be mounted in a bore of the control system and without radial clearance with said control system. Preferably, this assembly without play is made in force and allows a rotational coupling between said actuating support and said control system; Alternatively, the actuation support is made of material with the casing of the control system; The operating support and / or the casing are preferably made of metallic material such as steel or aluminum, or possibly plastic; "In the case where the control system comprises an actuating support attached to the housing, then the rotating coupling means are preferably located radially between the actuating support and the clutch support. In a comparable manner, in the case where the control system comprises an actuating support attached to the housing, then the axial coupling element is preferably located radially between the actuating support and the clutch support;
    According to a second aspect of the invention, there is provided a transmission system for a motor vehicle comprising a clutch mechanism according to the first aspect of the invention or to any of its improvements and coupled in rotation to a shaft of the invention. entry by at least one crankshaft.
    Advantageously, the clutch mechanism is rotatably coupled to the input shaft via a torsional vibration damper.
    Preferably, the transmission system according to the second aspect of the invention comprises (i) a sealed enclosure in which is housed the clutch mechanism, (ii) a pump arranged on the one hand for pumping the cooling fluid contained in the sealed enclosure, and secondly for injecting the cooling fluid into the cooling duct, and (iii) a filter element arranged to filter the cooling fluid pumped by the pump before being reinjected into the duct cooling.
    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. attached on the other hand, in which: ~ FIGURE 1 illustrates an axial sectional view of a transmission system comprising a double clutch mechanism bumid according to the first aspect of the invention and according to a first embodiment in which the cooling duct comprises a radial extension portion located between the support bearing and the outlet hub; FIG. 2 illustrates an axial sectional view of a transmission system comprising a double-clutch mechanism that is bumid according to the first aspect of the invention and according to a second embodiment in which an intermediate ring acts as an axial bearing. is located between the clutch support and the output hub, the intermediate ring comprising radial ducts; ~ FIGURE 3 illustrates an axial sectional view of a transmission system comprising a double-clutch mechanism bumid according to the first aspect of the invention and according to a third embodiment in which the axial bearing located between the clutch support and the outlet hub comprises a radially extending portion of the cooling duct; FIGURE 4 illustrates a perspective view of an intermediate ring as implemented through FIGURE 2; ~ FIGURE 5 illustrates a needle bearing comprising a radial extension portion of the cooling duct as implemented through FIGURE 3.
    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 can be combined with each other if there is nothing to prevent this combination from the technical point of view.
    In the figures, the elements common to several figures retain the same reference.
    There is shown in FIGURE 1 a transmission system 1 comprising 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 U clutch mechanism 10 illustrated in FIGURES 1 and following is a double clutch bumid in a so-called radial configuration, the first clutch 100 being located preferentially outside the second clutch 200.
    Alternatively, the clutch mechanism 10 may be configured in a so-called axial position, the first clutch 100 being arranged axially towards the rear and the second clutch 200 being arranged axially forwardly.
    Alternatively still, the clutch mechanism 10 may be a double clutch dry.
    The clutch mechanism 10 has dual fluid clutch is arranged to be able to selectively couple 1 input shaft to a first transmission shaft Al or a second transmission shaft A2 by 1 respectively intermediate the first clutch 100 or the second clutch 200. The shaft The inlet is rotated by at least one crankshaft QOO and coupled to the crankshaft 900 by means of a torsional vibration damper 800.
    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 101, 201, such as for example flanges, integrally connected in rotation to the input shaft, and on the other hand a plurality of second friction elements. 102, 202, such as for example friction discs, integrally connected in rotation to at least one of the transmission shafts Al, A2.
    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 configuration for which the plurality of first friction members 201 is rotatably coupled to the a plurality of second friction elements 202. The second transmission shaft A2 is decoupled in rotation 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 rotatably decoupled from the plurality of second friction members 202.
    In the context of the invention, the transmission shafts A1 and A2 are arranged to be able to cooperate with a transmission 400 such as for example a gearbox of the type eelles equipping motor vehicles.
    In the double clutch clutch mechanism 10 illustrated in FIG. 1, the first clutch 100 is arranged to engage the odd ratios of the transmission 400 and the second clutch 200 is arranged to engage the even and reverse gear ratios of the transmission. transmission 4OO. Alternatively, the ratios picked up 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 through an inlet web I09.
    Preferably, the clutches 100 and 200 are arranged not to be simultaneously in the same configuration engaged or disengaged. 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 inner elongation, the input hub I30 is connected in rotation and / or axially to the input shaft, possibly via a torsion vibration damping device 800 such as a double damping flywheel for example.
    On its external elongation, the input hub I30 is rotatably coupled to an inlet web IO9, at a forward inner end of said inlet web I09: preferably they are integral, for example fixed by welding and / or riveting. On the side of its outer end, the input web I09 is rotatably connected to a first clutch 100 via an input disk carrier I06, said input disk carrier IO6 being rotatably connected to said web input 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 including a first and a second actuator 320, 330. The control system 300 comprises a collector 307 whose outer portion 30I arranged to optionally receive fastening means 3i0. cooperating with the transmission 400. The housing 307 of the control system 300 also comprises an inner portion 302 having an axial elongation arranged to support the first and second actuators 320 and 330. At its rearward portion, the system of control 300 has a so-called support surface 304, preferably flat, arranged to provide a plane support with the transmission 400. The support face 304 is preferably located axially towards the rear of the control system 300.
    The casing 307 is preferably made integrally. Eventually, it can be achieved by assembling several pieces. For example, the control system may include an actuator support mounted on the housing and located axially at least partly between the housing and the output hub. The actuation support is at least rotatably coupled with the housing. According to an alternative embodiment, 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. To do this, the actuating support can for example be mounted without radial clearance in a bore of the casing in order to perform a coupling in rotation between the actuating support and the casing of the control system. Alternatively, the actuating support can be crimped into a bore of the housing.
    Preferably, the first and second actuators 320 and 330 are hydraulic cylinders. The first and second actuators 320, 330 may each comprise an annular piston. The control system 30O 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 configuration and the disengaged position. More particularly, the first actuator 320 is axially movable, here from the rear to the front, between the engaged configuration and the disengaged configuration 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 to a first force transmission member 105.
    The first bearing I40 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 outer elongation 104 to the first clutch 100, said outer 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 I03 of the inlet web 109 on the other hand.
    The external reaction means I03 is rotatably coupled to the input hub 130 via the IO9 entry web. Preferably, the external reaction means 103 and the inlet web 109 are made in one piece, alternatively in two parts 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 friction 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 inner groove of the inlet web I09.
    The first clutch 100 is preferably multidiscs. It comprises at least a first friction element 101, such as for example a friction disc. The first friction members 101 are rotatably coupled to the first transmission shaft A1 via a first output disk carrier 110 forming an output member of the first clutch 100.
    The first output disk carrier 110 has on its outer radial periphery an axial elongation I07 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 inner radial end, the first output disk carrier 110 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 compression 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 will be made to the description of the second clutch 200 to the detailed description of the first clutch 100 given above.
    In a manner comparable to the configuration described for the first clutch 100, the second actuator 330 is arranged to configure the second clutch 200 in a position between the engaged configuration and the disengaged position.
    The second actuator 330 is connected to the second clutch 200 via one hand of a second bearing 240 and secondly of 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 outer elongation 204 to the second clutch 200, said outer elongation 204 extending axially forward and through an opening 108 provided in the inlet 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 I06 via a radial extension portion 208 which is attached to the input disk carriers 105 by any means, for example by welding or riveting. Alternatively, the inner reaction means 203 and the input disk carrier I06 are made in one piece.
    The second force transmission member 205 is located axially between the input disk carrier I06 and the first force transmission member I05.
    On its inner 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 internal reaction means 203 has a shape complementary to that of the first or second friction elements 201, 202, so as to allow 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 inner reaction means 203 may take the form of a ring with a toothing on the outer periphery and a support groove eentrally extending axially rearwardly.
    The second clutch 200 is preferably multidiscs. 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 comprises 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 radially inner end, the second output disk carrier 210 is connected 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 compression 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 inner end, the inner segment 111 of the input disk carrier 106 is supported on a heel 11b bearing radially on a roller bearing II3 arranged to support the radial load of the input 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 roller bearing II3 is defined forward by a stop II4. The stop II4 may preferably be a locking ring or stop ring. Moreover, the stop II4 may preferably be housed in a groove formed on the peripheral surface of the clutch support 500. More generally, the roller bearing II3 is arranged radially between the clutch support 500 and the door -I6 input disks. Axially, the roller bearing II3 is stopped axially by a stop ring II4 disposed on the opposite side to the axial force exerted by the first or second actuator 320, 330.
    Advantageously, the rolling bearing II3 is an angular contact ball bearing in order to be able to transmit both an axial force and a radial force. This axial force is, at the level of the rolling bearing 113, taken up by the stop ring II4. Indeed, when the first or the second actuator 320, 330 transmits an axial force to the first or second force member 105, 205 in order to configure the corresponding clutch 100, 200 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.
    The clutch mechanism 10 further comprises at least one cooling duct 600 arranged to circulate a cooling fluid to the clutch 100, 200, or the cooling ducts 600 comprising an axial extension portion 610 and at least one part of radial extension 620.
    In common with all the embodiments of the invention, the axial extension portion 610 of the cooling duct 600 is located radially between the inner face 501 of the clutch support 500 and an outer face 90I of the clutch shaft. the A2 transmission located radially the outermost. The axial extension portion 610 of the cooling duct 6OO comprises: a first section 410 located radially between an inner face 40I of the transmission 400 and an outer face 90I of the shaft of the transmission A2. Advantageously, the first section 410 is formed by an axially oriented bore passing through the transmission 400 from right to left at its inner radial end; a second section 510 located radially between a first inner face 501 of the clutch support 500 and an outer face 90I of the transmission shaft A2. Advantageously, the first section 510 is formed by an axially oriented bore passing through the clutch support 50O from one end to the other at its radial inner end; ~ at its forward axial end, the axial extension portion 6IO of the cooling duct 600 comprises a third section 520 formed by a bore whose radial extension is greater than that of the second section: the outer face 502 of the part axial extension 6IO taken at its forward axial end is located further outside than the inner face 501 of the clutch support 500 taken at the second section. This widening of one bore at the front axial end of the clutch support 500 also makes it possible to introduce the second output hub 220 for its coupling in rotation with the transmission shaft A2.
    Thus, the invention according to its first aspect proposes to take advantage of the annular space between the clutch support and 1 shaft of the transmission A2 to circulate the cooling fluid. This advantageous configuration makes it possible to simplify the manufacture of the clutch support which no longer includes complex bores for the circulation of the cooling fluid.
    Different embodiments of the invention according to its first aspect will now be described, through several non-limiting configurations of cooling ducts 600 in the clutch mechanism 10, and more particularly through several configurations of radial elongation portions. 620 of the cooling duct 600.
    In order to facilitate the understanding of the invention and the different embodiments, only some of the technical and functional specificities and differences of each embodiment will be described, in comparison with the general embodiment previously described through FIGURE 1.
    First embodiment
    In the first embodiment described in FIG. 1, the cooling duct 6OO comprises a radial extension portion 620 situated between the support bearing II3 and the second outlet hub 220 in order to preferentially orient the cooling fluid towards the first and second clutches 100, 200. More particularly, the radially outward end of the radial extension portion 620 opened beyond the clutch support 50O between the second output disk carrier 210 and the carrier. input disks I06.
    In this embodiment, the radial extension portion 620 takes the form of a bore formed in the clutch holder 500. The bore forming the radial extension portion 620 has a constant diameter between its inner end and its end. exterior. Inwardly, the bore opens into the third section 520 of the axial extension portion 610 of the cooling duct 6OO. The bore forming the radial extension portion 620 is substantially oriented forwardly of the clutch support 5OO: the outer end of the radial extension portion 620 is located further forward than the inner end of the clutch portion 520; radial extension 620. More particularly, the bore forming the radial extension portion 620 is oriented at an angle (X of about 30 ° with respect to an axis perpendicular to the axis of rotation O.
    Second embodiment
    FIG. 2 illustrates a second embodiment in which an intermediate ring 7OO acting as an axial bearing is located axially between the clutch support 500 and the second outlet hub 220, the intermediate ring 700 comprising radial ducts allowing the transfer the coolant towards the first and second clutches 100, 200.
    More particularly, a rear face 710 of the intermediate ring 700 is in plane support with a front face 503 of the clutch support 500; and a front face 720 of the intermediate ring 700 is in plane support with a rear face 133 of the second output hub.
    The clutch support may advantageously comprise an axial shoulder 504 arranged to define radially the position of the intermediate ring 7OO, one of the outer or inner faces of the intermediate ring 700 bearing radially against the axial shoulder 504. The axial shoulder 504 is preferably located radially inward with respect to the intermediate ring 700, the axial shoulder 504 forming a circumferential surface facing forwards on an inner part of the front face of the clutch support 500.
    Alternatively, one axial shoulder 504 may be located radially outwardly relative to the intermediate ring 700, forming a circumferential bearing surface facing forwards on an outer portion of the front face of the clutch support 500.
    Referring to FIGURE 4, the intermediate ring takes the form of an annular ring delimited radially towards 1 extender by an annular outer face 760 and inwardly by an annular inner face 750. The diameter of the annular outer face 760 is advantageously comparable to the outside diameter of the clutch support 500. The diameter of the annular outer face 760 is alternately equal, slightly mfeneur or slightly greater than the outside diameter of the clutch support 500. In the case where the axial shoulder 504 is located on the inside of the front face of the clutch support, as shown in FIGURE 2, the diameter of the annular inner face 750 of the intermediate ring 700 is equal to the outside diameter of the axial shoulder 504 in order to achieve the positioning. radial in the intermediate ring 700. In this case, the annular inner face 750 bears against the outer face of the axial shoulder 504.
    In the case where the axial shoulder 504 is located on the outer portion of the front face of the clutch support, the diameter of the annular outer face 760 of the intermediate ring 700 is equal to the inside diameter of the axial shoulder 504 so to achieve the radial positioning of the intermediate ring 700. In this case, the annular outer face 760 bears against the inner face of P t axial 504. The diameter of the annular inner face 760 is then advantageously comparable inside the clutch support 50O. The diameter of the annular inner face 750 is equal to, slightly less or slightly greater than the inside diameter of the clutch support 500. O 7i0 of the intermediate ring 700 is advantageously flat so as to make a plane support with the front face of the clutch support 500, or with the rear face of the second output hub 220.
    The front face 720 of the annular ring comprises a plurality of radial extension ducts 730 collectively forming the radial extension portions 620 of the cooling duct or ducts 600. The radial extension ducts 730 are preferably regularly spaced around the axis O In one example shown in FIG. 4, the intermediate ring comprises nine radial extension ducts 730, 1 angle between two adjacent radial extension ducts 730 being substantially 40 °.
    Each radial extension duct 730 has a U-shaped transverse profile. In other words, each radial expansion duct 730 forms a chute allowing the flow of the cooling fluid. The radial extension ducts 730 are axially closed by the plane support of the front face 720 of the intermediate ring against one face of the clutch mechanism 10, such as for example the front face of the clutch support 50O or the rear face of the second outlet hub 220.
    According to a particular embodiment of the invention, it is possible to form a radial extension duct, the transverse section of which is substantially circular by putting two intermediate rings 700 in contact face-to-face against their respective front faces 720 and angularly aligned. in such a way that each radial extension duct 730 of a first intermediate ring 700 is placed facing a radial extension duct 730 of a second intermediate ring 700.
    The front face 720 of the intermediate ring 700 comprises a plurality of sections 740 located between two adjacent radial extension ducts 730. These sections collectively form a bearing surface of the front face 720 of the intermediate ring against one face of the clutch mechanism 10, such as, for example, the front face of the clutch support 500 or a face of the bearing II5 or the rear face. the second output hub 220.
    The intermediate ring 7OO also comprises on its front face 720 an outer bevel 736 and an inner bevel 735 to facilitate mounting of the intermediate ring on the clutch mechanism 10.
    Third embodiment
    FIG. 3 illustrates a third embodiment of the invention according to its first aspect and wherein the bearing 115 located between the clutch support 50O and the second outlet hub 220 comprises a radial extension portion of the cooling duct. Additionally, FIGURE 5 illustrates the bearing 115 in the form of a needle bearing having a radially extending portion 620 of the cooling duct 600 as implemented through FIGURE 3.
    In a third embodiment, the third aspect of the invention consists of a functional integration of the intermediate ring 700 in the bearing 115. More particularly, the needle bearing 115 comprises a roller 830 locked axially inside a cage formed by a first wall 8IO and a second wall 815, at least one of the first 810 or second wall 815 comprising a plurality of radial extension conduits 83O collectively forming the radial extension portions 620 of the cooling duct 600. In the example illustrated in FIG. 5, only the second wall 815 of the needle bearing II5 comprises the radial extension ducts 830.
    Each radial extension duct 830 is preferably formed by a radial bore allowing the cooling fluid to pass radially through the needle bearing II5. Each duct of radial extension 83O extends radially between an inner face 84O and an outer face 845 of the needle bearing 115. The plurality of radial extension ducts 830 is preferably regularly angularly spaced about the axis O.
    In the example illustrated in FIG. 3, the radial extension ducts 830 of the needle bearing 115 are situated towards the rear, that is to say on the side of the clutch support 500. The extensions 830 of the needle bearing II5 are located forward, that is to say on the side of the second output hub 220.
    In a manner comparable to the second embodiment, the clutch support 500 comprises an axial shoulder 504 arranged to define radially the position of the needle bearing II5. The needle bearing comprises an axial centering shoulder 835 which collaborates with an axial shoulder 504 of the clutch support 500. The axial shoulder 504 forms a circumferential bearing surface directed forwards on an inner part of the front face of the support. clutch 500, an inner face of the axial centering shoulder 835 of the needle bearing II5 bearing radially against the axial shoulder 504.
    In the example illustrated in FIGURE 5, the axial shoulder 504 is located on the outer portion of the front face 503 of the clutch support 500, and the diameter of the outer face 836 of the axial centering shoulder 835 is equal. to the inner diameter of the axial shoulder 504 in order to achieve the radial positioning of the needle bearing II5.
    Of course, the invention is not limited to the examples that have just been described and many adjustments can be made to these examples without departing from the scope of the invention. In particular, the various features, shapes, variants and embodiments of the invention can 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 (13)
    [1" id="c-fr-0001]
    claims
    A drive mechanism (10) for installation between an engine and a vehicle transmission, the clutch mechanism comprising: - at least one clutch (100, 200) rotating about an axis O; - a control system (300) of the clutch (100, 200) comprising: O a housing (307); and O at least one annular piston (320, 330) arranged to move axially relative to the housing (307) in order to engage or disengage the clutch (100, 200) via at least one bearing of transmission (140, 240); a clutch support (500) arranged to radially support the clutch (100, 200) via a support bearing (II3), the clutch support (500) being located in an axially intermediate position between the control system (300) and an output hub (120, 220) of the clutch mechanism (1); At least one cooling duct arranged to circulate a cooling fluid to the clutch (100, 200), each cooling duct comprising an axial extension portion and at least one radial extension portion; characterized in that the axial extension portion of each cooling duct is located radially between a transmission shaft (A2) and an inner face of the clutch support (500), and at least one radial extension portion of each The cooling duct is located axially between the support bearing (II3) and the outlet pump (120, 220).
    [2" id="c-fr-0002]
    2. clutch mechanism (10) according to the preceding claim, wherein each clutch (100, 200) comprises a plurality of friction elements integrally connected in rotation to an input shaft, the clutch mechanism (10). characterized in that the radial extension portion is located axially in a plane perpendicular to the axis O and passing through at least a portion of the plurality of friction members.
    [3" id="c-fr-0003]
    3. Spray mechanism (lo) according to any one of the preceding claims, characterized in that an outer end of the radial extension portion is axially located between an outlet disk holder (10, 210). ) and an input disk carrier (106).
    [4" id="c-fr-0004]
    4. Clutch mechanism (10) according to any one of the preceding claims, characterized in that the radial extension portion is oriented towards the friction elements of the clutch (100, 200).
    [5" id="c-fr-0005]
    5. clutch mechanism (lo) according to claim 4, characterized in that the radial extension portion is oriented at an angle between -45 ° and 45 ° relative to an axis perpendicular to the axis of rotation O.
    [6" id="c-fr-0006]
    6. clutch mechanism (10) according to any one of the preceding claims, characterized in that the radial extension portion is formed by at least one through bore from one side and formed in the clutch support (500 ).
    [7" id="c-fr-0007]
    7. clutch mechanism (lo) according to any one of claims I to 5, characterized in that the radial extension portion is formed by an axial bearing bearing (H5) in axial support against the clutch support (500) and the output hub (120, 220).
    [8" id="c-fr-0008]
    8. Clutch mechanism (10) according to the preceding claim, characterized in that the radial extension portion is formed by at least one radial bore passing right through the axial bearing bearing (115), the bore opening inwards in the axial extension portion of the cooling duct.
    [9" id="c-fr-0009]
    9. clutch mechanism (10) according to any one of claims 7 or 8, characterized in that the axial bearing bearing (115) is of the needle type.
    [10" id="c-fr-0010]
    10. clutch mechanism (lo) according to any one of claims I to 5. characterized in that the radial extension portion is formed by an annular ring located between the clutch carrier (500) and the output hub (220 220). H. Clutch mechanism (10) according to the preceding claim, characterized in that the radial extension portion is formed by at least one duct passing right through the annular ring, the duct opening towards the inside in the part. axial extension of the cooling duct.
    [11" id="c-fr-0011]
    The clutch mechanism (lo) according to any one of the preceding claims, wherein the radial extension portion between the support bearing (U3) and the output hub (120, 220) is a first part of radial extension, characterized in that the cooling duct comprises a second portion of radial extension located between the support bearing (113) and the control le ^ (300).
    [12" id="c-fr-0012]
    13. clutch mechanism (lO) according to the preceding claim, characterized in that the second radial extension portion is formed by a through bore formed in the clutch carrier (500). Clutch mechanism (lo) according to one of claims 12 or 13, characterized in that the inlet disk carrier (106) of the embrader mechanism (IO) comprises at least one radial opening. located in a plane perpendicular to the axis O and passing through at least a part of the plurality of the elements of fnction.
    [13" id="c-fr-0013]
    15. Transmission system (l) for a motor vehicle, characterized in that it comprises: ~ a sealed enclosure in which is housed the clutch mechanism (lO) according to any one of the preceding claims; A pump arranged on the one hand for pumping the cooling fluid contained in the sealed enclosure, and on the other hand for injecting the cooling fluid into the cooling duct; and "a filter element arranged to filter the cooling fluid pumped by the pump before being reinjected into the cooling duct.
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    同族专利:
    公开号 | 公开日
    EP3252335A1|2017-12-06|
    US10458487B2|2019-10-29|
    CN107448503B|2020-08-18|
    EP3252335B1|2019-07-10|
    FR3051861B1|2019-07-26|
    US20170343057A1|2017-11-30|
    CN107448503A|2017-12-08|
    KR20170135740A|2017-12-08|
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    法律状态:
    2017-05-30| PLFP| Fee payment|Year of fee payment: 2 |
    2017-12-01| PLSC| Search report ready|Effective date: 20171201 |
    2018-05-28| PLFP| Fee payment|Year of fee payment: 3 |
    2019-05-31| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-30| PLFP| Fee payment|Year of fee payment: 5 |
    2021-05-31| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1654937|2016-05-31|
    FR1654937A|FR3051861B1|2016-05-31|2016-05-31|COOLING SYSTEM FOR CLUTCH MECHANISM|FR1654937A| FR3051861B1|2016-05-31|2016-05-31|COOLING SYSTEM FOR CLUTCH MECHANISM|
    EP17170701.1A| EP3252335B1|2016-05-31|2017-05-11|Cooling system for clutch mechanism|
    KR1020170066350A| KR20170135740A|2016-05-31|2017-05-29|Cooling system for clutch mechanism|
    US15/608,418| US10458487B2|2016-05-31|2017-05-30|Cooling system for clutch mechanism|
    CN201710397905.0A| CN107448503B|2016-05-31|2017-05-31|Cooling system for clutch mechanism|
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