• 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:
    A dual clutch mechanism (10) for installation between an engine and a motor vehicle transmission (400), the dual clutch mechanism (10) comprising: - a first clutch (100) rotation (O), - a second clutch (200), - an axial extension sleeve rotatably coupled to an input disk carrier at a connection zone, - an actuation system (300) comprising a housing (307) housing a first cylindrical actuator (320) arranged to engage or disengage the first clutch (100) and a second cylindrical actuator (330) arranged to engage or disengage the second clutch (200), - a first transmission member force device (105) arranged to transmit an axial force to the first clutch (100), and - a second force transmission member (205) arranged to transmit an axial force to the second clutch (200), a face of the second transmission member of force (205) arranged so as to cross a face of the first force transmitting member (105). The invention also relates to a transmission system comprising such a dual clutch mechanism (10).
    公开号:FR3054868A1
    申请号:FR1657582
    申请日:2016-08-04
    公开日:2018-02-09
    发明作者:Herve Ribot；David Delplace；Laurent Caumartin；Guillaume Vuaroqueaux
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    Technical area
    The present invention relates to a double clutch mechanism placed in a radial configuration and as used in the automotive field. The invention also relates to a transmission system incorporating such a double clutch mechanism.
    State of the art
    Dual clutch mechanisms are known comprising a first and a second clutch as well as a first and a second actuator making it possible to generate a force to configure the first and the second clutch respectively in a clutched or disengaged configuration. The force generated at each actuator is transmitted to the corresponding clutch via a force transmission member. Thus, the displacement of the actuator is transmitted to the corresponding force transmission member which, in turn, displaces first friction elements relative to second friction elements of the corresponding clutch in order to configure it in either of the above configurations.
    More particularly, there are known mechanisms with double radial clutches which already make it possible to reduce their axial size. In this case, in fact, the first clutch - called the outer clutch - is arranged along a diameter greater than the diameter of the second clutch called the inner clutch. The internal clutch is thus housed at least partly in the central part of the external clutch and makes it possible to reduce the axial size compared to the mechanisms with double axial clutches, to the detriment of a larger radial size.
    However, the reduction in the axial size of the mechanisms with double radial clutches is limited on the one hand by the presence of certain mechanical elements located inside the first and second clutches such as for example a bearing supporting the radial forces of each clutch, and on the other hand by the axial movement of the actuators necessary to switch from one to the other of the configurations of each corresponding clutch, associated with the shape of the corresponding force transmission members. Indeed, in a double clutch mechanism, it is imperative to prevent any interference between the movements of each force transmission member so as not to simultaneously configure the two clutches in the engaged configuration, which would then lead to destruction at least partial of the double clutch mechanism and the associated transmission.
    The object of the present invention is to respond at least in large part to the preceding problems and to lead in addition to other advantages.
    Another object of the invention is to propose a new double clutch mechanism to solve at least one of these problems.
    Another object of the present invention is to make such a double clutch mechanism axially more compact.
    Another object of the invention is to improve the reliability of such a double clutch mechanism.
    Statement of the invention
    According to a first aspect of the invention, at least one of the abovementioned objectives is achieved with a double clutch mechanism intended to be installed between an engine and a motor vehicle transmission, the double clutch mechanism comprising:
    - a subset comprising:
    o a first rotation axis clutch, o a second clutch located radially inside the first clutch, and o an axial extension sleeve coupled in rotation to an input disc holder of the first and second clutches at the level a connection area,
    - an actuation system comprising a housing housing:
    o a first cylindrical actuator arranged to move axially in order to engage or disengage the first clutch, and o a second cylindrical actuator arranged to move axially in order to engage or disengage the second clutch,
    a first force transmission member arranged to transmit an axial force to the first clutch and generated by the first actuator, and
    - A second force transmission member arranged to transmit an axial force to the second clutch and generated by the second actuator.
    In a double clutch mechanism in accordance with the first aspect of the invention, at a given radial distance from an axis of rotation of said double clutch mechanism, one face of the second force transmission member is arranged so as to be able to cross a face in look of the first force transmission member.
    The double clutch mechanism in accordance with the first aspect of the invention is thus more compact axially since it makes it possible to reduce the distance between the first force transmission member and the second force transmission member to a distance less than the clearance necessary for configure the first clutch in its engaged configuration, the second actuator - and the second clutch - being configured in their engaged configuration. Thus, when the first actuator moves axially forward to configure the first clutch in its engaged configuration, the face of the second force transmission member crosses the opposite face of the first force transmission member, said faces being preferably taken at the implantation diameter of the first actuator.
    This advantageous configuration also makes it possible to avoid any mechanical interference between the first and the second force transmission member, and therefore to make the double clutch mechanism more reliable.
    In other words, when the first clutch is configured in its engaged configuration, and at a given radial distance relative to the axis of rotation of the double clutch mechanism, a radial extension part preferably situated at an inner radial end of the first force transmission member is arranged to be inserted axially in a face opposite the second force transmission member. Preferably, the inner radial extension part of the first force transmission member is inserted in one face of the second force transmission member located axially opposite.
    The inner radial extension part is preferably formed by inner fingers, as they will be described later.
    In the following description and in the claims, the following terms will be used without limitation and in order to facilitate understanding:
    - "front" or "rear" depending on the direction relative to an axial orientation determined by the main axis O of rotation of the transmission system, "the rear" designating the part situated to the right of the figures, on the transmission side , and “the front” designating the left part of the figures, on the engine side; and
    - "interior / internal" or "exterior / external" with respect to the axis O and in a radial orientation, orthogonal to said axial orientation, "the interior" designating a proximal part of the axis O and "the exterior »Designating a distal part of the axis O.
    The double clutch mechanism according to the first aspect of the invention may advantageously include at least one of the improvements below, the technical characteristics forming these improvements can be taken alone or in combination:
    -4- the opposite face of the first force transmission member is part of an inner radial extension part of said first force transmission member;
    - when the first clutch is configured in its engaged configuration, the inner radial extension part is inserted axially at least partially in the face of the second force transmission member and located axially opposite;
    - The second force transmission member comprises at least one hole to allow the insertion of the inner radial extension part of the first force transmission member when the first actuator moves axially to engage the first clutch. Preferably, the first actuator configures the first clutch by an axial displacement towards the front which is then transmitted to the first force transmission member. Horn mentioned above, the insertion of the part of the first force transmission member into the hole is preferably carried out without mechanical contact between the first and the second force transmission member in order to avoid any mechanical interference between the first and the second clutch. Also preferably, the part of the first force transmission member which fits into the hole of the second force transmission member is located axially opposite said hole;
    - To configure each clutch, the corresponding force transmission member is driven only by a translational movement, preferably axial, generated by the corresponding actuator;
    - at least part of the holes of the second force transmission member takes the form of a through hole. In this first embodiment, the second force transmission member is arranged so that the part of the first force transmission member located opposite the hole can pass through the corresponding hole when the first actuator configures the first clutch in its engaged configuration;
    - At least part of the holes in the second force transmission member takes the form of local thinning of said second force transmission member, the local thinning being located on the opposite face of the first force transmission member. In this second embodiment, the second force transmission member includes thickness variations, some parts being thinner than others. In particular, the face of the second force transmission member located on the side of the first force transmission member comprises non-through bores inside which the parts of the first force transmission member and located opposite said bores can be partially insert when the first actuator configures the first clutch in its engaged configuration;
    The holes of the second force transmission member are located radially substantially at the level of the first actuator;
    - The holes of the second force transmission member are located at least on a radial extension of the second force transmission member, preferably at the same radial distance from the axis of rotation of the double clutch mechanism;
    - The second force transmission member comprises at least two arms distributed on either side of said holes in order to stiffen said second force transmission member. Generally, in a circumferential direction to the second force transmission member, the arms are formed by parts of greater thickness of said second force transmission member. In the case where the holes are open, the arms obviously correspond to the material located on the circumferential portion connecting two adjacent holes. In the case where the holes are not opening but formed by local thinning on the side of the face facing the first force transmission member, then the arms are formed by the thicker portions situated circumferentially between two adjacent holes;
    - The arms are formed in a radial extension part of the second force transmission member, preferably at the same radial distance as the first actuator and relative to Γ axis of rotation of the double clutch mechanism;
    - the at least one arm comprises a rib on at least one face of the second force transmission member in order to stiffen said arm and avoid movement in axial bending of the second force transmission member when the second actuator displaces it axially to configure the second clutch in one or other of its configurations;
    - The first force transmission member comprises at least one inner finger in contact with the end of the first actuator. In other words, the axial support of the first transmission member on the first actuator is not regularly angularly distributed around the axis of rotation of the double clutch mechanism: the first transmission member thus comprises parts of radial extension - the inner fingers - which are axially in contact with the actuators, each radial extension part being separated by zones along which the first force transmission member is not in contact with the first actuator. The zones separating two radial extension parts are formed by circumferential recesses;
    - the inner fingers extend radially inward;
    - the inner fingers are regularly angularly distributed around the axis of rotation of the double clutch mechanism;
    -6- the shape of the inner fingers of the first force transmission member is complementary to the shape of the holes of the second force transmission member. Preferably, a non-zero clearance exists between the shape of the interior fingers and the shape of the holes, so that each interior finger can be inserted into the corresponding hole without contact. In other words, each dimension of the inner finger is less than the analogous dimension of the corresponding hole. More preferably, all the inner fingers have the same shape; and all the holes have the same shape;
    - in a circumferential direction to the double clutch mechanism, the holes and the inner fingers are distributed alternately;
    - the holes of the second force transmission member and the inner fingers of the first force transmission member are angularly regularly distributed around the axis of rotation of the double clutch mechanism. Preferably, each hole of the second force transmission member is axially and angularly aligned with a corresponding inner finger of the first force transmission member;
    - all the lateral dimensions of each interior finger are smaller than the lateral dimensions of the corresponding holes in order to allow non-contact insertion of the interior finger into the corresponding hole when the first actuator axially displaces the first force transmission member in the direction of the second force transmission;
    - The holes of the second force transmission member are radially and / or angularly aligned with the inner fingers of the first force transmission member;
    - the double clutch mechanism comprises a fixing plate radially supporting the first and second clutches by means of a support bearing. The fixing plate is preferably attached and fixed integrally against a face of the housing, and more particularly a rear face of said housing, the fixing plate being able to be fixed to the transmission. This advantageous configuration makes it possible to maintain the actuation system by one of its ends, and preferably on the side opposite to the clutches in order to allow the actuators to be brought axially closer to said clutches and to accommodate them radially below said clutches. The fixing plate is fixed to the housing by any known fixing means, and preferably by means of at least one fixing screw passing through said fixing plate and collaborating with corresponding tapped holes on the face of the housing against which the plate fixing is supported;
    the support bearing is of the type of a ball bearing, possibly of the type of the roller bearing;
    The support bearing is disposed axially between the casing and the fixing plate;
    - An outer circumferential face of the support bearing bears against an inner face of the peripheral groove of the fixing plate;
    - The double clutch mechanism comprises an axial extension sleeve coupled in rotation to an input disc holder of the first and second clutches at a connection zone located at one end of the sleeve;
    - the sleeve extends axially between the output disc holders and the transmission with which the double clutch mechanism is arranged to cooperate;
    - the sleeve is located radially between the drive shafts and the housing of the actuation system. More particularly, the sheath is located radially inside of an input disc holder of the double clutch mechanism;
    - the sheath is generally cylindrical in order to house the transmission shafts inside, preferably without radial contact;
    - The sleeve is in abutment against a second outlet hub by means of an axial bearing in order to transmit axial forces despite the different rotational speeds between said second outlet hub and the sleeve;
    - The support bearing is offset with respect to the housing in a direction opposite to the connection zone with respect to the housing. In other words, the support bearing is located behind the housing, that is to say between said housing and the transmission. The actuation system is thus supported by the fixing plate and on the sheath by means of the support bearing and in an original "cantilever" configuration which makes it possible to make the double clutch mechanism more compact, and more particularly at the level of the first and second clutches and of the force transmission members;
    - The support bearing is in radial support on the sheath;
    - An inner face of the support bearing bears against an outer cylindrical face of the sleeve;
    - The support bearing is axially locked between a face of the casing on the one hand, and an axial locking element on the other hand. More particularly, the support bearing is blocked - forwards by a rear face of the casing which prevents any forward movement of said support bearing. Similarly, a rear face of the support bearing is pressed against a front face of the axial locking element in order to prevent any movement of said support bearing towards the rear. In particular, the axial locking element is preferably arranged to bear against an outer ring or an inner ring of the support bearing;
    -8- the axial locking element is made from one piece with the sheath, or the fixing plate. More particularly, when the axial locking element comes out in a manner with the sheath, then it can take the form of a circumferential shoulder - on at least part of the periphery of the sheath - projecting relative to the exterior surface of said sheath sheath, the circumferential shoulder extending radially outwards. Similarly, when the axial locking element comes out in a manner with the fixing plate, then it can take the form of a circumferential rim - on at least part of the periphery of the fixing plate - projecting by relative to the outer surface of said fixing plate, the circumferential rim extending radially inward;
    - The axial locking element is attached and mounted on the sheath, or possibly on the fixing plate;
    - the axial locking element is formed by a locking ring mounted in a circumferential groove of the sleeve. An axial dimension of the groove is greater than or equal to an axial dimension of the axial locking element in order to allow its easy insertion into the groove. The axial locking element has radial dimensions such that it extends radially outside the circumferential groove of the sleeve and that it also extends projecting from the external surface of said sleeve. Once mounted, the axial locking element arranged to bear axially against a rear face of the circumferential groove of the sleeve when the support bearing is in abutment against it. As a non-limiting example, the locking ring can take the form of a split ring or a circlip. Preferably, the locking ring is arranged to form a flat support with an inner ring of the support bearing;
    - The double clutch mechanism comprises at least one radial force recovery bearing arranged to support the casing, the radial force recovery bearing being located axially between the support bearing and the connection zone. The force recovery bearing is located in front of the support bearing, on the other side of the fixing plate with respect to the rear face of the casing, in order to reduce the effects of the overhang generated by the offset configuration of the mounting plate and the support bearing relative to the casing;
    - The radial force recovery bearing is located axially opposite a circumferential bearing surface of the casing, the circumferential bearing surface of the casing extending axially under the second cylindrical actuator;
    - The radial force recovery bearing is located radially between the casing and the sleeve;
    -9- the radial force recovery bearing is housed in a circumferential groove of the sheath in order to axially blocked the radial force recovery bearing relative to the sheath and to reduce its radial size;
    - The radial force recovery bearing is of the type of a needle or roller bearing in order to reduce its radial size;
    each clutch is preferably of the multi-disc type;
    - The double clutch mechanism is preferably of the type operating in a humid environment.
    According to a second aspect of the invention, there is proposed a transmission system for a motor vehicle comprising a double clutch mechanism according to the first aspect of the invention or to any one of its improvements and in which:
    - the first clutch is coupled in rotation to a first output shaft of the transmission by means of a first output disc holder,
    - the second clutch is coupled in rotation to a second output shaft of the transmission by means of a second output disc holder,
    - The first and second clutches are alternately coupled in rotation to an inlet sail, said inlet sail being coupled in rotation to an inlet shaft driven in rotation by at least one crankshaft.
    Various embodiments of the invention are provided, integrating according to all of their possible combinations the different optional characteristics set out here.
    Description of the figures
    Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several exemplary embodiments given by way of non-limiting indication with reference to the appended schematic drawings on the other hand, in which :
    - FIGURE 1 illustrates a view in axial section of an exemplary embodiment of the double clutch mechanism according to the first aspect of the invention;
    - FIGURE 2 illustrates a perspective view and partially cut away of the double clutch mechanism illustrated in FIGURE 1;
    - FIGURE 3 illustrates a detail view in axial section of the interaction between the first and second force transmission members when the first and second actuators
    -10configure the first and second clutch respectively in their disengaged configuration;
    - FIGURE 4 illustrates a detailed view in axial section of the interaction between the first and second force transmission members when the first actuator configures the first clutch in its engaged configuration, the second actuator configuring the second clutch in its disengaged configuration ;
    - FIGURE 5 illustrates a detailed view in axial section of another embodiment of the double clutch mechanism according to the first aspect of the invention;
    - FIGURE 6 illustrates a perspective view of the second force transmission member of the double clutch mechanism illustrated in FIGURE 5.
    Of course, the characteristics, the variants and the different embodiments of the invention can be associated with one another, according to various combinations, insofar as they are not incompatible or mutually exclusive of each other. One can in particular imagine variants of the invention comprising only a selection of characteristics described below in isolation from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from in the prior art.
    In particular, all the variants and all the embodiments described can be combined with one another if nothing is technically opposed to this combination.
    In the figures, the elements common to several figures keep the same reference.
    Detailed description of the invention
    Referring to FIGURES 1 and 2, the illustrated embodiment of the double clutch mechanism 10 according to the first aspect of the invention is preferably of the wet double clutch type, and preferably still in a so-called radial position, the first clutch 100 being located outside the second clutch 200.
    Alternatively, the double clutch mechanism 10 can 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 towards the front.
    Generally, the double clutch mechanism 10 is arranged to be able to couple in rotation an input shaft not shown to a first transmission shaft A1 or alternatively to
    A second transmission shaft A2 via the first clutch 100 or the second clutch 200 respectively.
    In the context of the invention, the input shaft is rotated by at least one crankshaft of an engine, for example a heat engine; and the first and second transmission shafts A1, A2 are intended to be coupled in rotation to a transmission such as for example a gearbox of the type of those fitted to motor vehicles.
    Preferably, the first transmission shaft A1 and the second transmission shaft A2 are coaxial. More particularly, the second drive shaft A2 takes the form of a hollow cylinder inside which the first drive shaft A1 can be inserted.
    As illustrated in FIGURE 1, the first clutch 100 and the second clutch 200 are advantageously of the multi-disc type. Each multi-plate clutch comprises on the one hand a plurality of first friction elements 101, 201, such as for example flanges, connected in rotation with the input shaft, and on the other hand a plurality of second friction elements 102, 202, such as for example friction discs, joined in rotation with at least one of the transmission shafts A1, A2.
    Optionally, the plurality of first friction elements 101, 201 consists of friction discs connected in rotation with the input shaft, and the plurality of second friction elements 102, 202 consists of flanges which are rotationally connected with at least one of the drive shafts A1, A2.
    The first drive shaft A1 is coupled in rotation 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 coupled in rotation to the plurality of second friction elements 102. Alternatively, the first transmission shaft A1 is decoupled in rotation 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 decoupled in rotation to the plurality of second friction elements 102.
    Similarly, the second transmission shaft A2 is coupled in rotation to the input shaft and driven by it in rotation when the second clutch 200 is configured in a engaged position for which the plurality of first friction elements 201 is coupled in rotation with the plurality of second friction elements 202. Alternatively, 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 elements friction element 201 is decoupled in rotation to the plurality of second friction elements 202.
    Of course, each clutch 100, 200 can take any configuration between the engaged configuration and the disengaged configuration.
    In the dual clutch mechanism 10 illustrated in FIGURE 1, the first clutch 100 is arranged to engage the odd gears of the transmission and the second clutch 200 is arranged to engage the even gears and reverse gear of the transmission. Alternatively, the ratios supported by said first clutch 100 and second clutch 200 can be 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 speed of rotation - from the input shaft, to one of the two transmission shafts A1, A2, as a function of the respective configuration of each clutch 100 and 200 and by means of an input web 109.
    The clutches 100 and 200 are arranged so as not to be simultaneously in the same clutch configuration. In contrast, the first and second clutches 100, 200 can simultaneously be configured in their disengaged position.
    The double clutch mechanism 10 comprises an input element which is coupled in rotation on the one hand to the input shaft and on the other hand to the input web 109 in order to transmit the power - the torque and the speed. rotation - generated at the engine at one of the clutches 100, 200 of the dual clutch mechanism 10. Preferably, the input element of the dual clutch mechanism 10 comprises an input hub 130, preferably in rotation around the axis 0. On its lower elongation, the input hub 130 is linked in rotation and / or axially to the input shaft, possibly by means of a damping device not shown such that '' a double damping flywheel for example.
    On its external elongation, the input hub 130 is coupled to the input veil 109, and more particularly at a lower end and located towards the front of said input veil 109. Preferably, the input veil 109 and the input hub 130 are integral, for example fixed by welding and / or by riveting.
    On the side of its upper end, the input web 109 is linked in rotation to the first clutch 100 by means of an input disk carrier 106, the input disk carrier 106 being linked in rotation to the web inlet 109, preferably by cooperation of shapes, for example by grooves.
    The first and second clutches 100 and 200 are controlled by an actuation system 300 which is arranged so as to be able to configure them in any configuration comprised between the clutch configuration and the disengaged configuration.
    The actuation system includes:
    - A first actuator 320 arranged to configure the first clutch 100 in a configuration between the engaged configuration and the disengaged configuration;
    - A second actuator 330 arranged to configure the second clutch 200 in a configuration between the engaged configuration and the disengaged configuration;
    a casing 307 in which are housed at least part of the first and second actuators 320, 330.
    Preferably, the first and second actuators 320 and 330 are of the hydraulic cylinder type. The first and second actuators 320, 330 may each include an annular piston, each annular piston being coaxial with the axis O and developing an axial movement to configure the corresponding clutch. In this case, the actuation system 300 also includes a hydraulic fluid supply channel for each actuator 320, 330. Preferably, the hydraulic fluid is a pressurized fluid, for example oil.
    The first actuator 320 is linked to the first clutch 100 via on the one hand a first decoupling bearing 140 and on the other hand a first force transmission member 105. The first decoupling bearing 140 is arranged for transmitting 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 to the first clutch 100 via its upper elongation, said upper elongation extending axially forward so as to be able to spread or press the first friction elements 101 against the second elements friction 102 on the one hand, and against an external reaction means 103 of the inlet web 109 on the other hand. When the first friction elements 101 are separated from the second friction elements 102, then the first clutch 100 is configured in its disengaged configuration. On the other hand, when the first friction elements 101 are pressed against the second friction elements 102, then the first clutch 100 is configured in its engaged configuration.
    The first force transmission member 105 takes the form of a corrugated and axially curved sheet metal forward at its outer radial end. More particularly, the first force transmission member 105 collaborates with the first clutch 100 by means of a plurality of axial extension surfaces 1051 forming upper fingers 1051 which make it possible to push towards
    Before the friction elements 101, 102 of the first clutch 100 under the effect of an axial movement towards the front of the first actuator 320.
    By way of nonlimiting example, the first force transmission member 105 can be obtained by stamping.
    The first force transmission member 105 comprises an upper radial extension range 1052 located behind the upper fingers 1051. The upper radial extension range 1052 extends radially from the first clutch 100 to the interior of the second clutch 200.
    An intermediate axial extension span 1053 extends the upper radial extension span
    1052 under the second clutch 200, towards the front of the double clutch mechanism 10.
    Finally, the first force transmission member 105 comprises an internal radial extension part 1055 forming internal fingers 1055 and connected to the intermediate axial extension bearing surface.
    1053 via a curved zone 1054. The rear faces of the inner fingers 1055 are in contact with a front face of the first decoupling bearing 140 connected to the first actuator 320.
    In the following paragraphs, the inner fingers 1055 of the first transmission member 105 are called the fingers 1055.
    The first force transmission member 105 will be described in more detail with reference to FIGURE 2.
    The external reaction means 103 is integral with the entry veil 109. Preferably, the external reaction means 103 is made from material of the entry veil 109; alternatively, the external reaction means 103 is fixed integrally to the entry veil 109 by any fixing means, such as for example by riveting or by welding.
    The external reaction means 103 has a shape complementary to that of the first or second friction elements 101, 102, so as to allow friction coupling of the first and second friction elements 101, 102 when the first actuator 320 exerts an axial force forward to configure the first clutch 100 in its engaged position. Conversely, when the first force transmission member 105 is pushed backwards by elastic return means which will be described later, then the first friction elements 101 separate from the second friction elements 102, thus making it possible to decouple said elements friction elements and thus making it possible to configure the first clutch 100 in its disengaged configuration.
    The external reaction means 103 notably has external grooves which cooperate with corresponding internal grooves of the input disc holder 106.
    The first clutch 100 is intended to be coupled in rotation to the first transmission shaft A1 via a first output disc holder 110 forming an output element of said first clutch 100. More particularly, the first disc holder output 110 is coupled in rotation to the second friction elements 102 at its upper end on the one hand, and on the other hand to a first output hub 120 at its lower end.
    The first outlet disc holder 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 second friction element 102, and more particularly at the inner radial periphery of each second friction element 102 of the first clutch 100. The first output disc holder 110 is thus coupled in rotation by meshing with the second friction elements 102 of the first clutch 100.
    At its lower radial end, the first outlet disc holder 110 is linked to the first outlet hub 120, preferably fixed together by welding or by riveting.
    The first outlet hub 120 has radially inside the axial grooves arranged to cooperate with complementary grooves located on the first drive shaft A1, so as to achieve a rotation coupling.
    A radial bearing 117 is interposed between the first outlet hub 120 and the inlet hub 130 in order to withstand the radial forces of the inlet hub 130 and / or the inlet web 109 despite the different rotational speeds which can respectively turn the input shaft and the first drive shaft Al.
    Similarly, the second clutch 200 of the double clutch mechanism 10 is similar in design to that of the first clutch 100.
    The second actuator 330 is linked to the second clutch 200 via on the one hand a second decoupling bearing 240 and on the other hand a second force transmission member 205. The second decoupling bearing 240 is arranged for transmitting axial forces generated by the second actuator 330 to the second force transmission member 205.
    The second force transmission member 205 is located axially between the input disc holder 106 and the first force transmission member 105.
    The second force transmission member 205 is arranged to transmit an axial force to the second clutch via its upper elongation, said upper elongation extending axially towards the front and through an opening 108 arranged in the disc holder of entry 106 for
    To be able to spread or press the first friction elements 201 against the second friction elements 202 on the one hand, and against an internal reaction means 203 on the other hand. When the first friction elements 201 are spaced from the second friction elements 202, then the second clutch 200 is configured in its disengaged configuration. On the other hand, when the first friction elements 201 are pressed against the second friction elements 202, then the second clutch 200 is configured in its engaged configuration.
    The second force transmission member 205 takes the form of a corrugated sheet metal which is curved axially forwards at its outer radial end. More particularly, the second force transmission member 205 collaborates with the second clutch 200 via a plurality of axial extension surfaces 2051 forming internal fingers 2051 which allow the friction elements 201 to be pushed forward. , 202 of the second clutch 200 under the effect of an axial movement towards the front of the second actuator 330.
    By way of nonlimiting example, the second force transmission member 205 can be obtained by stamping.
    The second force transmission member 205 comprises an upper radial extension range 2052 located behind the upper fingers 2051. The upper radial extension range 2052 extends radially from the second clutch 200 to the interior of the second clutch 200, and more particularly outside the intermediate axial extension range 1053 of the first force transmission member 105.
    An intermediate axial extension span 2053 extends the upper radial extension span
    2052 under the second clutch 200, towards the front of the double clutch mechanism 10. The intermediate axial extension range 2053 is located radially inside the second clutch 200 and outside the upper radial extension range 1052 of the first force transmission member 105. More particularly, it is located inside the input disc holder 106.
    Finally, the second force transmission member 205 comprises an internal radial extension part 2055 forming internal fingers 2055 and connected to the intermediate axial extension surface.
    2053 via a radial extension surface 2054. The rear faces of the inner fingers 2055 are in contact with a front face of the second decoupling bearing 240 connected to the second actuator 330.
    The second force transmission member 205 will be described in more detail with reference to FIGURE 2, in particular through its interactions with the first force transmission member 105. The internal reaction means 203 is integral with a part of axial elongation 206 facing forward and integral with the input disc holder 106, fixed to the input disc holder 106 by any means, such as
    -17that for example by welding or riveting. Alternatively, the internal reaction means 203 and the input disc holder 106 are made from material. The external 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. Conversely, when the second force transmission member 205 is pushed backwards by elastic return means which will be described later, then the first friction elements 201 separate from the second friction elements 202, thus making it possible to decouple said elements friction elements 201, 202 and thus making it possible to configure the second clutch 200 in its disengaged configuration.
    By way of nonlimiting example, the external reaction means 203 can take the form of a ring with teeth on the external periphery and a central support groove which extends axially towards the rear.
    The second clutch 200 is intended to be coupled in rotation to the second transmission shaft A2 via a second output disc holder 210 forming an output element of said second clutch 200. More particularly, the second disc holder of outlet 210 is coupled in rotation to the second friction elements 202 at its upper end on the one hand, and on the other hand to a second outlet hub 220 at its lower end.
    The second outlet disc holder 210 has on its outer radial periphery an axial elongation 207 which is provided with toothing intended to cooperate with complementary toothing on each second friction element 202, and more particularly at the inner radial periphery of each second friction element 202 of the second clutch 200. The second output disc holder 210 is thus coupled in rotation by engagement with the second friction elements 202 of the second clutch 200.
    At its lower radial end, the second outlet disc holder 210 is connected to the second outlet hub 220, preferably fixed together by welding or by riveting. Furthermore, an axial bearing 116 is interposed between the first outlet disc holder 110 and the second outlet disc holder 210 so as to be able to transmit an axial force between the two outlet disc holders 110, 210 which can rotate at different speeds when the first and second clutches 100, 200 are configured in a different configuration.
    The second outlet hub 220 has radially inside the axial grooves arranged to cooperate with complementary grooves located on the second transmission shaft A2, so as to produce a rotation coupling.
    The first and second clutches 100, 200 respectively comprise elastic return means 104, 204 for automatically pushing the first and second actuator 320, 330 backwards. More particularly, the elastic return means 104, 204 bias the first and respectively the second force transmission member 105, 205 backwards in order to facilitate the spacing of the first friction elements 101, 201 relative to the second elements friction 102, 202 of the first and respectively of the second clutch 100, 200 by pushing the first and the second actuator 320, 330 backwards.
    Preferably, the elastic return means 104, 204 are formed by elastic washers, such as for example Bellevilles washers. More particularly, the elastic return means 104 of the first clutch 100 are interposed axially between the first force transmission member 105 and the input disc holder 106; and they are arranged radially between the first clutch 100 and the second clutch 200. The elastic return means 204 of the second clutch 200 are interposed axially between the second force transmission member 205 and a sleeve 600 described in more detail below; and they are arranged radially at the second actuator 330.
    The input disc holder 106 further comprises an internal segment 111 which extends radially inwards from the double clutch mechanism 10, below the second clutch 200. More particularly, the internal segment 111 consists of a axial extension range which extends forward under the second clutch, and a radial extension range which extends radially between the second clutch 200 and the sleeve 600.
    At its lower end, the inner segment 111 of the input disc holder 106 is fixed integrally to the sheath 600 of axial extension at a connection zone 650. The inner segment 111 is fixed to the sheath 600 by any means, such as for example by riveting or welding. Thus, the sleeve 600 is driven in rotation by means of the input disc holder 106, itself driven in rotation by the input veil 109: the sleeve 106 rotates at the speed of the motor shaft.
    The sleeve 600 takes the form of a cylinder inside which the drive shafts A1, A2 are housed. It extends axially between the second output disc holder 210 and a rear face of the double clutch mechanism 10. Radially, the sleeve extends between one of the transmission shafts A1, A2 and the casing 307 of the system d actuation 300.
    The front axial end of the sleeve 600 includes a bore allowing the introduction of the second outlet hub 220 without contact into said sleeve 600. At the connection zone 650, the sleeve comprises a shoulder 655 oriented axially towards the rear. An inner end of the elastic return means 204 of the second clutch 200 is in abutment against the shoulder 655.
    -19A mounting plate 500 is arranged on the one hand to support the radial forces exerted by the first and second clutches 100, 200, and on the other hand to radially support the actuation system 300.
    Additionally, a radial bearing 980 is located radially between the sleeve 600 and the casing 307 in order to radially support the forces of the actuation system 300 on the sleeve 600. In order to limit the space requirement, the radial bearing 980 is preferably of the d type '' a needle bearing or roller bearing. The radial bearing 980 is located axially under the casing 307, and preferably substantially below the first and second actuators 320, 330. Advantageously, the radial bearing 980 can be housed in a circumferential groove in the sleeve 600.
    In the embodiment illustrated in FIGURE 1, the casing 307 of the actuation system 300 is fixed integrally to the fixing plate 500 by fixing means of the type of fixing screw for example. More particularly, at least part of a rear face 354 of the casing 307 bears axially against a front face 554 of the fixing plate 500.
    The fixing plate 500 comprises a peripheral groove 560 situated axially behind the casing 307 and oriented inwards. More particularly, the peripheral groove 560 is delimited radially outwards by an inner face 561 of the fixing plate 500. The inner face
    561 of the fixing plate is located radially at the level of the second actuator 330. Axially, the peripheral groove 560 is delimited towards the rear by a shoulder 562 of the fixing plate 500, said shoulder being oriented towards the front.
    The peripheral groove 560 thus delimited is arranged to accommodate a support bearing 113 making it possible to support the radial load of the first and second clutch 100, 200 as well as the actuation system 300. More particularly, the inner face 561 of the fixing plate 500 bears against an upper face of an upper ring of the support bearing 113; and a rear face of the upper ring of the support bearing 113 may optionally bear axially against the shoulder
    562 of the fixing plate 500. In addition, an inner ring of the support bearing 113 is locked axially by means of a locking ring 114 housed in a peripheral groove 610 of the sleeve 600. The locking ring 114 is preferably of the type a circlip. The locking ring 114 extends radially beyond the peripheral groove 610 and the upper face of said sleeve 600.
    In this way, the support bearing 113 is in abutment against an external face of the sheath 600 and entirely constrained in the peripheral groove 560. This advantageous configuration allows the support bearing 113 to bear only radial forces, making its design simpler. In addition, the support bearing 113 extends radially over a smaller diameter, since it is located at the level
    -20 of the sheath 600. It is therefore of smaller dimensions which makes it possible to reduce the costs of the double clutch mechanism 10.
    In general, the rolling bearing 113 is of the type of a ball bearing.
    In order to seal, at least partially, or even completely, the double clutch mechanism 10, the latter comprises at its rear end a first seal 710 housed between the fixing plate 500 and the sleeve 600. More particularly, the first seal 710 at an interior end of a heel 570 of the mounting plate 500, an interior face 563 of the heel 570 forming a radial bearing surface for an exterior face of the first seal 710. Radially, the first seal 710 is located at the level of the inner ring of the support bearing 113. For greater stability, and to prevent a displacement towards the front of the first seal 710, the latter is also in axial abutment against an axial shoulder 654 formed at the lower end of the heel 570. More particularly, an outer radial part of the first gasket seal 710 is axially supported forwards against the shoulder 564. An inner face of the first seal 710 extends axially along the upper surface of the sleeve 600.
    The first seal 710 is arranged to prevent the introduction of a coolant into the double clutch mechanism 10 at the support bearing 113. In general, the first seal 710 is intended to channel the coolant from the transmission and direct it between the sleeve and the second transmission shaft A2.
    The first seal 710 of the double clutch mechanism 10 is preferably of the type of a dynamic seal taking into account the differential speed of rotation that may exist between the sleeve 600 and the fixing plate 500 and in order to avoid its tearing off and / or its premature wear. As a nonlimiting example, it can be a lip seal.
    The double clutch mechanism 10 further comprises a second seal 720 housed axially against a rear face of the heel 570 of the fixing plate 500. More particularly, the second seal 720 rests on a radial shoulder oriented towards the outside and formed on the heel 570 of the fixing plate 500. The second seal 720 comprises an axial extension surface oriented towards the front and one inner face of which bears against the radial shoulder of the heel 570.
    The second seal 720 also includes an axial extension surface which is intended to be sandwiched between the fixing plate 500 and the transmission or a clutch bell 900 protecting the double clutch mechanism 10.
    The fixing plate 500 is fixed integrally to the clutch housing by fixing means 950. The fixing means are preferably of the type of a fixing screw oriented in an axial direction, said fixing screw collaborating with a on the one hand with an axial bore made in a fixing arm 310 of the fixing plate 500 and on the other hand with a tapped hole located on the clutch housing 900 and located opposite the axial bore.
    Advantageously, the fixing arms 310 of the fixing plate 500 extend radially outside the first clutch 100 so as to facilitate access to the fixing means 950. In fact, the fixing means 950 are preferably situated radially outside the first clutch 100, at the level of the outer radial end of the fixing arms 310.
    Preferably, the second seal 720 is of the static type.
    The second seal makes it possible to assemble the double clutch mechanism 10 on the transmission or on the clutch housing 900 without damaging the parts in contact, and in particular the heel 570 of the fixing plate 500.
    With reference to LIGURE 2 which illustrates a perspective view and partially cut away of the double clutch mechanism 10 illustrated in LIGURE 1, the interactions between the first force transmission member 105 and the second force transmission member 205 will now be described in more detail.
    The dual clutch mechanism 10 according to the first aspect of the invention cleverly reduces its axial size. Usually, the axial size is constrained by a lower limit defined by the travel required at the first and second actuators 320, 330 to configure the first and second clutches 100, 200 respectively: it is necessary that any part of the first member of force transmission 105 is distant from a part of the second force transmission member 205 axially opposite said part of the first force transmission member 105.
    Cleverly, the present invention proposes a particular configuration of the double clutch mechanism 10 making it possible to reduce this lower limit, making it possible to improve the axial compactness of said double clutch mechanism 10.
    To this end, at a given radial distance relative to an axis of rotation O of the double clutch mechanism 10, one face of the second force transmission member 205 is arranged so as to be able to cross a face of the first force transmission member 105. More particularly, in the embodiment illustrated in LIGURE 2, the second force transmission member 205 comprises at least one hole 280 - preferably through - to allow the insertion of a
    -22part of the first force transmission member 105 when the first actuator 320 moves the first force transmission member 105 axially forward.
    Thus, the first force transmission member 105 and the second force transmission member 205 each have a general shape of folded discoidal sheet, of axial symmetry of axis O. The first force transmission member 105 and the second member of force transmission 205 also include a central opening for at least the transmission shafts A1, A2 to pass through. Due to the coaxial configuration of the first and second clutches 100, 200, the central opening of the second force transmission member 205 is smaller than the central opening of the first force transmission member 105.
    In a plane transverse to the axis O and from the inner radial end to the outer radial end of each first and second force transmission member 105, 205, the corresponding folded discoidal sheet follows a profile of general shape "in U "
    The inner radial end 2055 of the second force transmission member 205 takes the form of a circular ring delimiting radially outside the central opening of said second force transmission member 205. On its rear face, the radial end interior 2055 of the second force transmission member 205 is in contact with the second decoupling bearing 240 in order to transmit the axial force generated by the second actuator 330 to said second force transmission member 205.
    The inner radial end 2055 of the second force transmission member 205 is extended radially outward by the radial extension surface 2054 which is located axially in front of said inner radial end 2055 in order to allow the first actuator 320 and the first force transmission member 105 to be able to move axially forward.
    The radial extension range 2054 includes holes 280 arranged on one face 2056 of the second force transmission member 205, said face 2056 being oriented towards the rear in the direction of the actuators 320, 330. The holes 280 thus formed in the face 2056 allow the first force transmission member 105 to move axially forward when the first actuator 320 configures the first clutch 100 in its engaged configuration.
    Holes 280 are shown in dotted lines in LIGURES 1, 3 and 4.
    More particularly, the holes 280 allow the inner radial extension part 1055 - and more particularly the inner fingers 1055 - to be inserted without contact in said holes 280 located opposite. The second force transmission member 205 thus comprises a plurality of holes 280 angularly distant from each other. Preferably, the holes 280 of the second member of
    -23 force transmission 205 are angularly regularly distributed around the axis O. In the embodiment illustrated in FIGURE 2, the second force transmission member 205 comprises ten holes 280 angularly spaced 36 °.
    Unlike the second force transmission member 205, the first force transmission member 105 does not form a continuous annular surface close to its inner radial end 1055. Conversely, the first force transmission member 105 comprises a plurality of inner fingers 1055 angularly distant from each other. Preferably, the internal fingers 1055 of the first force transmission member 105 are angularly regularly distributed around the axis O. In the embodiment illustrated in FIGURE 2, the first force transmission member 105 comprises ten internal fingers 1055 angularly 36 ° apart.
    Preferably, the inner fingers 1055 of the first force transmission member 105 are located in front with respect to the inner radial end 2055 of the second force transmission member 205. Radially, the inner fingers 1055 of the first force transmission member 105 are located outside the inner radial end 2055 of the second force transmission member 205. More particularly, the inner fingers 1055 of the first force transmission member 105 are located radially at the same level as the radial extension range 2054 of the second force transmission member 205 on the one hand, and on the other hand they are located at the same angular position as the holes 280 of the second force transmission member 205.
    Thus, when the first actuator 320 moves the first force transmission member 105 axially forward, then the movement of the inner fingers 1055 of said first force transmission member 105 does not cause interference with the second force transmission member force 205, and more particularly with its radial extension range 2054. On the contrary, the forward movement of the inner fingers 1055 of the first force transmission member 105 causes said inner fingers 1055 to interpenetrate into the corresponding holes 280 of the radial extension range 2054 of the second force transmission member 205. In other words, an internal radial extension part 1055 formed by the internal fingers 1055, and more particularly at least one front face 1056 of said internal fingers 1055 - crosses the rear face 2056 of the radial extension surface 2054 of the second transmission member of force 205, said face 2056 being located opposite the front face 1056 of the inner fingers 1055:
    - In a first configuration of the double clutch mechanism 10 in which, on the one hand, the first clutch 100 and the first actuator 320 are configured in a clutched configuration and, on the other hand, the second clutch 200 and the second actuator 330 are configured in a disengaged configuration, the inner fingers 1055 of the first force transmission member 105 - and more particularly their front face 1056 - are
    -24 located in front and cross the rear face 2056 of the radial extension surface 2054 of the second force transmission member 205; and
    - In a second configuration of the double clutch mechanism 10 in which, on the one hand, the first clutch 100 and the first actuator 320 are configured in a disengaged configuration and, on the other hand, the second clutch 200 and the second actuator 330 are configured in a clutched configuration, the inner fingers 1055 of the first force transmission member 105 - and more particularly their front face 1056 - are located behind with respect to the rear face 2056 of the radial extension range 2054 of the second member force transmission 205.
    In a plane transverse to the axis O, the lateral dimensions of each hole 280 of the second force transmission member 205 are complementary to those of each corresponding inner finger 1055 of the first force transmission member 105, in order to allow insertion without contact of each inner finger 1055 of the first force transmission member 105 in each hole 280 of the second force transmission member 205. More particularly, all the lateral dimensions of the holes 280 are greater than the corresponding analogous dimensions of the inner fingers 1055.
    In the embodiment illustrated in FIGURE 2, all the holes 280 of the second force transmission member 205 are through.
    Alternatively, and as illustrated in FIGURES 5 and 6, all the holes 280 of the second force transmission member 205 can be non-opening, each hole 280 being produced on the rear face 2056 of the second force transmission member 205 and s extending axially forwards so as to allow partial and contactless insertion - axial and radial - of the inner fingers 1055 of the first force transmission member 105 into said holes 280.
    More particularly, the radial extension range 2054 of the second force transmission member 205 includes non-opening holes 280 arranged on the face 2056, said face 2056 being oriented towards the rear in the direction of the actuators 320, 330. In the exemplary embodiment illustrated in FIGURES 5 and 6, the holes 280 not opening thus form a cavity in the radial extension surface 2054 of the second force transmission member 205, said cavity being oriented towards the rear.
    The non-opening torus 280 are located radially at the first decoupling bearing 140 of the first actuator 320.
    -25According to a first embodiment, each non-opening hole 280 may be obtained by machining the face 2056 located opposite the first force transmission member 1056 in order to locally thin the thickness of said radial extension surface 2054 of the second force transmission member 205. This first variant can be implemented if the depth of the hole 280 to be produced is less than the thickness of the second transmission member.
    In the exemplary embodiment illustrated in FIGURES 5 and 6, a bead 2057 of material is produced on the radial extension surface 2054 of the second force transmission member 205 in order to reinforce its rigidity. The bead 2057 of material extends radially beyond the hole 280, on either side of said hole 280.
    Alternatively, according to a second alternative embodiment, each non-opening hole 280 can be obtained by shaping the face 2056 located opposite the first force transmission member 1056 in order to create the cavity forming the non-opening hole 280. The shaping of the face 2056 of the second force transmission member 205 can be carried out for example by stamping in order to locally deform said second force transmission member 205 and to create said non-opening hole 280. This second variant can be implemented for example when the depth of the hole 280 to be produced is greater than the thickness of the second transmission member.
    The non-opening holes 280 thus formed in the face 2056 allow the first force transmission member 105 to move axially forward when the first actuator 320 configures the first clutch 100 in its engaged configuration.
    The holes 280 are shown in dotted lines in FIGURE 6.
    In a manner comparable to the embodiment illustrated in FIGURES 3 and 4, the non-opening holes 280 as illustrated in FIGURES 5 and 6 allow the inner radial extension part 1055 - and more particularly the inner fingers 1055 - of the first force transmission member 105 to be inserted without contact in said non-opening holes 280 located opposite. The second force transmission member 205 thus comprises a plurality of holes 280 which do not open angularly apart from each other. Preferably, the holes 280 not emerging from the second force transmission member 205 are angularly regularly distributed around the axis O. In the embodiment illustrated in FIGURE 5, the second force transmission member 205 comprises ten holes 280 angularly 36 ° apart.
    Optionally, a first part of the holes 280 of the second force transmission member 205 is through, as described above, and a second part of the holes 280 of the second force transmission member 105 is non-opening, as described above.
    -Between two adjacent holes 280 of the second force transmission member 205, the radial extension range 2054 takes the form of an arm 270 which extends radially between the circular ring formed by the inner radial end 2055 of the second force transmission member 205 on the one hand, and the intermediate axial extension range 2053. Thus, each hole 280 is bordered by two arms 270.
    The axial and lateral dimensions of the arms 270 of the radial extension surface 2054 - and therefore those of the holes 280 which define it laterally - are such that they do not weaken the rigidity of the second force transmission member 205, in particular of the point of view of axial bending. Optionally, the arms 270 have ribs on at least one of their faces in order to increase the bending stiffness of said arms 270.
    LIGURES 3 and 4 illustrate more precisely the interaction between the first and second force transmission members 105, 205. In particular, LIGURE 3 illustrates a stationary engine situation for example, in which the first and second clutches 100, 200 are simultaneously configured in their disengaged configuration by the first and second actuators 320, 330 respectively. LIGURE 4 illustrates a situation in operation during which the first clutch 100 is configured in its configuration engaged by the first actuator 320, and the second clutch 200 is configured in its configuration disengaged by the second actuator 330.
    When the first actuator 320 moves axially forward, it brings the first force transmission member 105 in translation via the first decoupling bearing 140. The inner radial extension part 1055 of the first force transmission member force 105 is thus displaced axially forwards in the direction of the second force transmission member 205, and more particularly at the level of the radial extension part 2054 forming a curved zone 2054.
    As described above, the internal radial extension part forms internal fingers 1055 in contact with the first decoupling bearing 140. Also, under the effect of the forward movement of the first actuator 320, each internal finger 1055 enters the hole 280 formed by a hollowed out part - opening as illustrated here or not opening - of the radial extension range 2054. This interpenetration of the inner fingers 1055 of the first force transmission member 105 into the corresponding holes 280 of the second transmission member of force 205 is made without contact in order to avoid any mechanical interference between the first clutch 100 and the second clutch 200.
    During such an axial forward movement, the intermediate axial reach 1053 of the first force transmission member 105 slides radially inside the intermediate axial reach 2053 of the second force transmission member 205, without contact.
    -27Complementarily, FIGURES 3 and 4 also illustrate the fixing means 800 of the fixing plate 500 against the rear face 354 of the casing 307 of the actuating system 300. The fixing means 800 illustrated in FIGURES 3 and 4 take the form of fixing screw passing through a bore emerging from the fixing plate and collaborating with a tapped hole 380 on the rear face 354 of said casing 307.
    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 characteristics, forms, variants and embodiments of the invention can be associated with one another in various combinations insofar as they are not incompatible or mutually exclusive of each other. In particular, all the variants and embodiments described above can be combined with one another.
    权利要求:
    Claims (15)
    [1]
    Claims
    1. Double clutch mechanism (10) intended to be installed between an engine and a transmission (400) of a motor vehicle, the double clutch mechanism (10) comprising:
    - a subset comprising:
    - a first clutch (100) of axis of rotation (O);
    - a second clutch (200) located radially inside the first clutch (100);
    - an axial extension sheath (600) coupled in rotation to an input disc holder (109) of the first (100) and second (200) clutches at a connection zone (650);
    - an actuation system (300) comprising a casing (307) housing:
    - a first cylindrical actuator (320) arranged to move axially in order to engage or disengage the first clutch (100);
    - a second cylindrical actuator (330) arranged to move axially in order to engage or disengage the second clutch (200);
    - a first force transmission member (105) arranged to transmit an axial force to the first clutch (100) and generated by the first actuator (320);
    - a second force transmission member (205) arranged to transmit an axial force to the second clutch (200) and generated by the second actuator (330);
    characterized in that, at a given radial distance from the axis of rotation (O), a face (2056) of the second force transmission member (205) is arranged so as to be able to cross a facing face (1056) of the first force transmission member (105).
    [2]
    2. Double clutch mechanism (10) according to the preceding claim, characterized in that the opposite face (1056) of the first force transmission member (105) is part of an inner radial extension part (1055) of said first force transmission member (105).
    [3]
    3. Double clutch mechanism (10) according to the preceding claim, characterized in that, when the first clutch (100) is configured in its engaged configuration, the inner radial extension part (1055) is inserted axially at least in part in the face (2056) of the second force transmission member (205) and located axially opposite.
    [4]
    4. Dual clutch mechanism (10) according to any one of the preceding claims, characterized in that the second force transmission member (205) comprises at least one
    -29hole (280) to allow the insertion of the inner radial extension part (1055) of the first force transmission member (105) when the first actuator (320) moves axially to engage the first clutch (100).
    [5]
    5. Double clutch mechanism (10) according to the preceding claim, characterized in that at least part of the holes (280) of the second force transmission member (205) takes the form of a through hole.
    [6]
    6. Dual clutch mechanism (10) according to any one of claims 4 or 5, characterized in that at least part of the holes (280) of the second force transmission member (205) takes the form of a local thinning of said second force transmission member (205), the local thinning being located on the face (2056) opposite the first force transmission member (105).
    [7]
    7. Double clutch mechanism (10) according to any one of claims 4 to 6, characterized in that the holes (280) of the second force transmission member (205) are located radially substantially at the level of the first actuator (320 ).
    [8]
    8. Double clutch mechanism (10) according to any one of claims 4 to 7, characterized in that the holes (280) of the second force transmission member (205) are located at least on a radial extension surface (2054) of the second force transmission member (205).
    [9]
    9. Double clutch mechanism (10) according to any one of claims 4 to 8, characterized in that the second force transmission member (205) comprises at least two arms (270) distributed on either side of said holes (280) to stiffen said second force transmission member (205).
    [10]
    10. Double clutch mechanism (10) according to the preceding claim, characterized in that the arms (270) are formed in a radial extension part (2054) of the second force transmission member (205).
    [11]
    11. Double clutch mechanism (10) according to any one of the preceding claims, characterized in that the first force transmission member (105) comprises at least one internal finger (1055) in contact with the end of the first actuator (320).
    -3012. Double clutch mechanism (10) according to the preceding claim, characterized in that the holes (280) of the second force transmission member (205) and the inner fingers (1055) of the first force transmission member (105) are angularly regularly distributed around the axis of rotation (O) of the double clutch mechanism (10).
    [12]
    13. Double clutch mechanism (10) according to any one of claims 9 or 10, characterized in that all the lateral dimensions of each inner finger (1055) are smaller than the lateral dimensions of the corresponding holes (280) in order to allow a contactless insertion of each inner finger (1055) into the corresponding holes (280) when the first actuator (320) axially displaces the first force transmission member (105) in the direction of the second force transmission member (205).
    [13]
    14. Double clutch mechanism (10) according to any one of claims 11 to 13, characterized in that the holes (280) of the second force transmission member (205) are radially aligned with the fingers (1055) of the first force transmission member (105).
    [14]
    15. Double clutch mechanism (10) according to any one of the preceding claims, characterized in that it is of the multidisk type operating in a humid environment.
    [15]
    16. Transmission system (1) for a motor vehicle comprising a double clutch mechanism (10) according to any one of the preceding claims in which:
    - The first clutch (100) is coupled in rotation to a first output shaft (Al) of the transmission (400) by means of a first output disc holder (110);
    - The second clutch (200) is coupled in rotation to a second output shaft (A2) of the transmission (400) by means of a second output disc holder (210);
    - The first (100) and the second (200) clutches are alternately coupled in rotation to an input web (109), said input web (109) being coupled in rotation to an input shaft driven in rotation by at least one crankshaft.
    1/6 ο
    Al
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    同族专利:
    公开号 | 公开日
    FR3054868B1|2018-08-10|
    CN109661526A|2019-04-19|
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    DE102013017226A1|2013-10-17|2015-04-23|Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg|Coupling device, method for operating the coupling device, and drive train of a motor vehicle with the coupling device and for carrying out the method for operating the coupling device|DE102018104368A1|2018-02-27|2019-08-29|Schaeffler Technologies AG & Co. KG|Coupling arrangement with storage on at least one slave cylinder an actuator, and drive unit|
    DE102018104363A1|2018-02-27|2019-08-29|Schaeffler Technologies AG & Co. KG|Coupling arrangement and this coupling arrangement having drive unit|
    DE102019201980A1|2019-02-14|2020-08-20|Robert Bosch Gmbh|Double clutch transmission for an electric vehicle and drive unit for an electric vehicle|
    FR3105322B1|2019-12-19|2021-12-24|Valeo Embrayages|Torque transmission device|
    法律状态:
    2017-08-31| PLFP| Fee payment|Year of fee payment: 2 |
    2018-02-09| PLSC| Publication of the preliminary search report|Effective date: 20180209 |
    2018-08-30| PLFP| Fee payment|Year of fee payment: 3 |
    2019-08-30| PLFP| Fee payment|Year of fee payment: 4 |
    2020-08-31| PLFP| Fee payment|Year of fee payment: 5 |
    2021-08-31| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1657582A|FR3054868B1|2016-08-04|2016-08-04|COMPACT DOUBLE CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A DOUBLE CLUTCH MECHANISM|
    FR1657582|2016-08-04|FR1657582A| FR3054868B1|2016-08-04|2016-08-04|COMPACT DOUBLE CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A DOUBLE CLUTCH MECHANISM|
    PCT/FR2017/052045| WO2018024966A1|2016-08-04|2017-07-24|Compact dual-clutch mechanism and transmission system comprising such a dual-lutch mechanism|
    EP17765207.0A| EP3494323B1|2016-08-04|2017-07-24|Compact dual-clutch mechanism and transmission system comprising such a dual-lutch mechanism|
    CN201780054425.2A| CN109661526B|2016-08-04|2017-07-24|Compact dual clutch mechanism and transmission system comprising such a dual clutch mechanism|
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