Multiple disk clutch device with bearing arrangement and method for assembling a multiple disk clutch

Abstract

A multiple disk clutch device with at least two friction clutches (K1, K2, K0) having disk packs arranged radially offset from one another on disk carriers (9, 10, 11, 12), which are connected with a clutch output (63, 64) and with a clutch cover (60) as drive element, having pistons (13, 14, 15) for actuating the friction clutches (K1, K2, K0), wherein at least the clutch cover (60) and the clutch output (63, 64) are made of sheet metal and are held in axial and radial direction by means of axial bearings (33A, 33B, 33C, 33D, 33E) and radial bearings (34A, 34B, 34C), which run on the sheet metal surface and are tensioned relative to the sheet metal.

Description

Technical Field

[0001] The present invention relates to a multi-plate clutch device having at least two friction clutches, the friction clutches having a set of plates arranged radially offset from each other on a plate carrier, the plate carrier being connected to the clutch driven part and to a clutch cover serving as a drive part, the multi-plate clutch device having a piston for actuating the friction clutches.

[0002] The present invention also relates to a method for assembling a multi-plate clutch. Background Technology

[0003] For example, a dual clutch for powertrains is known from EP 2 905 492 B1. Such a clutch device is used in a motor vehicle powertrain to connect a drive engine, such as an internal combustion engine, to a transmission, such as a multi-speed transmission. If a gear change is required in the transmission, the included clutch is used, for example, to start and / or interrupt the power flow. In the case of wet-operated friction clutches, it is known to fluidically operate the friction clutch. For this purpose, it is also known to provide a rotary joint between the housing pin and the hub, through which fluid for cooling and operating the clutch is supplied.

[0004] In this open system, an attempt is made to compensate for the centrifugal force effect that partially disturbs the rotating operating piston by providing a corresponding compensation chamber. This compensation chamber compensates for the pressure increase caused by the cooling oil used to operate the clutch being thrown outwards due to centrifugal force during rotation, generating a corresponding counter-pressure. The operating piston is then surrounded on both sides by oil chambers, resulting in good centrifugal oil compensation. The oil chambers here are a pressure oil chamber and a centrifugal oil compensation chamber, the latter formed by the centrifugal oil compensation piston. The portion of the cooling oil that moves due to centrifugal force is called centrifugal oil.

[0005] This type of dual-clutch transmission is also used in hybrid drive systems within dual-clutch transmissions. For example, a design with an electric motor connected to one of the two sub-transmissions is known from DE 10 2010004 711 B1.

[0006] The connection between the electric motor and one of the sub-transmissions, namely the second sub-transmission TG2 with 2 / 4 / 6 gears or the first sub-transmission TG1 with 1 / 3 / 5 / 7 gears, does not allow for gear shifting during pure electric operation without interrupting traction. In the 2.5 hybrid type, gear shifting during pure electric operation can be achieved by interrupting traction or via the auxiliary torque of the internal combustion engine. This makes it impossible to ensure the avoidance of exhaust emissions, which is detrimental to the measurement cycle of hybrid vehicles.

[0007] In the P2 hybrid type, the above problems do not occur, but the P2 configuration requires another clutch K0 between the internal combustion engine and the electric motor. However, limited structural space necessitates the use of a triple-plate clutch. All components used must be optimized for the small structural space, where manufacturing and / or assembly costs also play a role. Bearing design in this case presents a particular challenge.

[0008] For example, a triple clutch is known from DE 10 2019 104 073 A1. However, due to the rotary joint and compact structure, the current solution makes it difficult to achieve a suitable bearing design. Summary of the Invention

[0009] The object of the present invention is to provide a multi-plate clutch device, particularly a triple-plate clutch, wherein a bearing design is used for components made of metal plates.

[0010] This objective is achieved by a multi-plate clutch device having at least two friction clutches, each friction clutch having a set of plates arranged radially offset from each other on a plate carrier, the plate carrier being connected to a clutch driven member and a clutch cover as a drive member, the multi-plate clutch device having pistons for actuating the friction clutches, wherein at least the clutch cover and the clutch driven member are made of metal plates and are held axially and radially by means of axial bearings and radial bearings, the axial bearings and radial bearings running on the surface of the metal plates and tensioned relative to the metal plates.

[0011] Advantageously, the radial bearing is disposed between the clutch driven member and the support plate of the clutch, between the support plate and the clutch cover, and between the clutch cover and the input hub.

[0012] The axial bearing is mounted between the clutch driven members, wherein the clutch driven members of the clutch are tensioned relative to the output hub, and the clutch driven members of the clutch are tensioned relative to the output hub and the retaining ring.

[0013] The radial bearing is installed between the input hub and the housing, and the radial bearing is installed between the support plate and the input hub, wherein the two radial bearings are mostly installed within the axial length extended by the axial bearing.

[0014] The gear bearing plate is supported relative to the bearing plate by means of the axial bearing, wherein the radial bearing is disposed between the main hub and the bearing plate.

[0015] The multi-plate clutch device is designed as a triple-plate clutch, comprising: a first, a second, and a third friction clutch, each having a plate assembly radially offset from each other on a plate carrier; a first piston, a second piston, and a third piston for actuating the first, second, and third friction clutches, wherein the first, second, and third centrifugal oil compensation pistons, together with the first, second, and third pistons, respectively form centrifugal oil compensation chambers, wherein the metal plates serve as pistons, clutch covers, gear carrier plates, clutch driven members, plate carriers, and support discs, wherein radial bearings and axial bearings are disposed between the metal plate components.

[0016] This objective is also achieved by a method for assembling a multi-plate clutch, wherein the main hub is pre-assembled with the radial bearing, the bearing plate, the axial bearing, and the gear ring bearing plate.

[0017] Here, the components, namely the output hub, clutch driven member, axial bearing, clutch driven member, output hub and retaining ring, are successively inserted onto each other.

[0018] If the input hub is hollow, install the retaining ring through the input hub; otherwise, proceed with the assembly in sequence.

[0019] The radial offset between them means that when following the beam away from the central axis A, they will successively encounter the centrifugal oil compensation chambers, which are also set with radial distances between them.

[0020] Therefore, a very compact structure is achieved while minimizing axial expansion. Attached Figure Description

[0021] Figure 1 This illustration shows an embodiment of the invention having a common drive plate carrier for clutches K0 and K1.

[0022] Figure 2 An embodiment with a common drive plate carrier for clutches K1 and K2 is shown.

[0023] Figure 3 This illustration shows an embodiment with an oil guide in the rotating hub within the clutch housing.

[0024] Figure 4 It demonstrates a modular construction.

[0025] Figure 5 Another implementation is shown.

[0026] Figure 6 An alternative implementation method is shown.

[0027] All implementations are concentric triple-plate clutches, which have a short axial length and cost-optimized structure by using metal plate inserts. Detailed Implementation

[0028] Figure 1 It is a triple-plate clutch 1 having clutches K2, K1 and K0, wherein clutches K2, K1 and K0 are configured to have plates arranged concentrically from the inside to the outside.

[0029] The three clutches K0, K1, and K2 are installed with no mutual offset or only a small mutual offset when viewed in the axial direction.

[0030] The triple-plate clutch 1 has a main hub 2, which has an oil inlet 2a. Oil supply is provided through a rotary joint 3, which has an oil inlet 3a sealed by piston rings 3b.

[0031] Input hub 4 surrounds first output hub 5 and second output hub 6. A support disc 7 is mounted on input hub 4, which is connected via a support member 8 to a common plate carrier 9 for clutches K0 and K1. Figure 1 The support plate 7 is shown again in the middle.

[0032] According to Figure 1 In this embodiment, the support member 8 and the support disk 7 are composed of multiple parts.

[0033] The common plate support 9 serves as the inner plate support for clutch K0 and also as the outer plate support for clutch K1. The inner plate support 10 of clutch K1 is connected to the first output hub 5. Clutch K2 has an outer plate support 11 and an inner plate support 12, wherein the inner plate support 12 is connected to the second output hub 6.

[0034] Three clutches K0, K1, and K2 are operated by a first piston 13, a second piston 14, and a third piston 15. Pistons 13, 14, and 15 move relative to centrifugal oil compensation chambers 21, 22, and 23 within their respective pressure chambers 40, 41, and 42. All three pistons 13, 14, and 15 are located on the same side of the triple-plate clutch 1, opposite to the input hub 4. In this configuration, pistons 14 and 15 are radially offset from each other and located within the cover sections 9A and 11A of the plate carriers 9 and 11, which are respectively connected to the main hub 2. These sections 9A and 11A extend parallel to each other over a large radial range until they open into regions 9B and 11B of the plate carriers that extend perpendicularly to them.

[0035] The piston carrier 19 for the first piston 13 also extends parallel to the radially extending segments 9A and 11A of the plate carrier.

[0036] In addition, the triple plate clutch 1 also has centrifugal oil compensation pistons, namely the first centrifugal oil compensation piston 16, the second centrifugal oil compensation piston 17 and the third centrifugal oil compensation piston 18.

[0037] The first piston 13 and the first centrifugal oil compensation piston 16 form the first centrifugal oil compensation chamber 21.

[0038] The second piston 14 and the second centrifugal oil compensation piston 17 form the second centrifugal oil compensation chamber 22.

[0039] The third piston 15 and the third centrifugal oil compensation piston 18 form the third centrifugal oil compensation chamber 23.

[0040] Centrifugal oil compensation chambers 21, 22, and 23 are arranged concentrically with a certain radial distance between them, and all three centrifugal oil compensation chambers 21, 22, and 23 are interconnected. The radial offset of the centrifugal oil compensation chambers enables a compact structural form in the axial direction, and this radial offset also prevents the centrifugal oil compensation chambers from radially overlapping.

[0041] The external centrifugal oil compensation chamber is filled by the third centrifugal oil compensation chamber 23, which fills the second centrifugal oil compensation chamber 22 via the oil guide portion 24 in the third piston 15 and the oil guide portion 25 in the outer plate support member 12 of the clutch K2. The second centrifugal oil compensation chamber 22 fills the first centrifugal oil compensation chamber 21 via the channel 26 between the components of the second piston 14 and the opening 27 in the common plate support member 9.

[0042] This results in a continuous centrifugal oil flow from the main hub 2 to the first centrifugal oil compensation chamber 21.

[0043] Figure 2 The alternative solution shown is different only in that the common plate carrier 11 carries the two clutches K1 and K2, while clutch K0 is guided separately by its own inner plate carrier 9 and outer plate carrier.

[0044] Figure 3 Showing with Figure 1 This is an implementation method where the clutch mechanism and the cooling oil flow are basically in line with each other.

[0045] and Figure 1 Unlike other solutions, the radial support disc 7 is not a multi-piece design, but a single-piece construction, which reduces costs and... Figure 3 This will be shown in more detail again.

[0046] Furthermore, the rotary joint 3 used for oil flow is replaced by the rotating main hub 2 within the clutch housing. Eliminating the rotary joint 3 as a separate component reduces costs.

[0047] The triple-plate clutch 1 is designed to implement P2 hybrid drive and allows the motor to shift gears without traction interruption via a dual-clutch transmission, which engages on the output side of clutch K0 but before the clutches of the dual-clutch transmission.

[0048] Figure 5 Another embodiment of the metal sheet used for further optimization is shown.

[0049] The main hub 2 is designed as a rotating component and specifically as a bearing for the bearing plates 9 and 11. The gear ring bearing plate 20 is also directly connected to the main hub 2. The main hub 2 is designed with the smallest possible diameter to allow for a small welding diameter for the components to be welded. The diameter of the weld, and consequently the diameter of the main hub 2, is predetermined here for the calculated load.

[0050] In any case, the toothed ring bearing plate 20 is welded to the main hub 2, while the plate bearings 9 and 11 can also be connected by press fit.

[0051] A gear ring 30 is provided on the outer radius of the gear ring bearing plate 20 away from the main hub. It is a connection device for the motor of the powertrain.

[0052] The sheet metal stampings of the plate bearings 9 and 11, as well as the toothed ring bearing plate 20, may be too soft to withstand the applied compressive forces. Therefore, it is desirable to increase stiffness. This increase in stiffness is achieved by welding 31 between sections, such as the toothed ring bearing plate 20 and the plate bearing 9, and between the plate bearing 9 and the plate bearing 11. This reinforcement achieved by welding 31 occurs in a region extending radially outward from the main hub 2, in which the sections extend parallel to each other.

[0053] According to the design of the triple plate clutch 1, two of the two welds 31 are welded, or alternatively only one is welded.

[0054] Further improvements are made by designing the main hub 2 as a rotating component. The main hub 2 is made of an unhardened material, which is easy to machine. The main hub extends into the edge 32 in the direction toward the output hubs 5 and 6, which is shown as a protrusion in the sectional view.

[0055] The edge is integrally formed with the main hub and defines the storage chamber for centrifugal oil located below it, and serves as the centrifugal oil edge.

[0056] like Figure 4 As shown, the triple-plate clutch 1 is constructed such that the outermost clutch K0 can be omitted, thereby realizing the P1 hybrid drive unit. In the P1 design, the electric motor is also located on the crankshaft before the transmission, thus functionally corresponding largely to the transmission-side P2 setting on the transmission input shaft.

[0057] In all embodiments of the present invention, the structural space and overall structure remain unchanged, except that the components associated with the clutch K0 are omitted.

[0058] A distributed support with a large number of axial and radial bearings is proposed as a method for... Figure 5 The bearing design of the triple-plate clutch.

[0059] exist Figure 5 The left side shows a portion of a bearing assembly with a bearing plate 60. The bearing plate 60 initially extends axially along axis A and then bends in a radial extension. In the axial extension, the bearing plate 60 forms a receiving chamber with a bearing surface for a radial bearing 34A located between the main hub 2 and the bearing plate 60.

[0060] The radial bearing 34A is centered between the rotary joint 3 of the housing and the gear ring bearing plate 20.

[0061] The axially extending portion of the bearing plate 60 is a bearing surface for an axial bearing 33E, which has radial centering and is mounted between the bearing plate 60 and the gear ring bearing plate 20.

[0062] The bearing surfaces used for axial bearing 33E and radial bearing 34A are not specially prepared, for example, they are not specially hardened as bearing working surfaces.

[0063] The bearing plate 60 allows for pre-connection of the axial bearing 33E and the radial bearing 34A to the main hub 2, for example, by tightening. This simplifies the assembly of the triple-plate clutch.

[0064] exist Figure 5 On the right side, the bearing design consists of axial bearings 33A, 33B, and 33C, and radial bearings 34B and 34C. Radial bearing 33A is positioned in a radially extending region between the extension of the plate carrier 10 and the support disc 7. Axial bearing 33B is mounted between the support disc 7 and the clutch housing 61. The clutch housing 61 and the housing together form the bearing surface for axial bearing 33C. Axial bearings 33A, 33B, and 33C are mounted parallel to each other. Radial bearing 34B is mounted within the input hub, and radial bearing 34C is mounted between the support discs 7 of the input hub. The radial bearings are axially offset from each other, but are primarily located within a predetermined length range of axial length L determined by the three axial bearings 33A, 33B, and 33C.

[0065] According to Figure 6 In an alternative embodiment, the axial bearing is composed of axial bearings 33B and 33C, wherein axial bearing 33A is omitted. Radial centering of axial bearings 33B and 33C is achieved via radial bearings 34B and 34C.

[0066] Each of the following components is made of metal plates, and axial and radial bearings are installed between the components. These metal plates are not specifically prepared as bearing working surfaces.

[0067] The axial support of clutch driven members 63 and 64 is directly on the corresponding shafts with output hubs 5 and 6. Furthermore, clutch driven member 64 of clutch K2 is axially supported on clutch driven member 63 of clutch K1 via axial bearing 33D, independent of the actual clutch support, which is on the transmission shaft. Clutch driven member 64 has an axial stop 65 in the metal plate, which corresponds to the stop of the output hub 6. This protects one side of the axial bearing 33D.

[0068] The clutch driven member 63 is fixed via the output hub 5 and the retaining ring 62.

[0069] The construction of distributed bearings allows for the use of sheet metal components without any additional preparation.

[0070] Furthermore, this structure is easy to assemble. Here, the components, namely the output hub 6, the clutch driven member 64, the axial bearing 33D, the clutch driven member 63, the output hub 5, and the retaining ring 62, are successively inserted into each other.

[0071] If the input hub 4 is hollow, it can be directly assembled, and the retaining ring 62 can be inserted and fixed through the input hub 4.

[0072] List of reference numerals

[0073] 1. Triple-plate clutch

[0074] 2 main hubs

[0075] 2a, 3a, 24, 25 Oil threading sections

[0076] 3 rotary joints

[0077] 3b piston rings

[0078] 4-input hub

[0079] 5 and 6 output hubs

[0080] 7 support levels

[0081] 8 support components

[0082] 9, 10, 11, and 12 load-bearing components

[0083] 9A and 11A cover sections

[0084] Vertically extending areas of the 9B and 11B bearing members

[0085] 9C opening

[0086] Pistons 13, 14, and 15

[0087] 14A, 14C, 14D seals

[0088] 14B Piercing Section

[0089] Centrifugal oil compensation pistons 16, 17, and 18

[0090] 19 Piston Carrier

[0091] 20-tooth ring bearing plate

[0092] Centrifugal oil compensation chambers 21, 22, and 23

[0093] 27 openings

[0094] 30-tooth ring

[0095] 33A, 33B, 33C, 33D, 33E Axial Bearings

[0096] 34A, 34B, 34C radial bearings

[0097] 60 bearing plate

[0098] 61 Clutch Cover

[0099] 62 clasps

[0100] 63K1 clutch driven component

[0101] 64K2 clutch driven component

[0102] 65 Axial stop

[0103] K0, K1, K2 friction clutches

[0104] Axis A

Claims

1. A multi-plate clutch device having at least two friction clutches (K1, K2, K0), each friction clutch having a set of plates radially offset from each other on plate carriers (9, 10, 11, 12), the plate carriers being connected to clutch driven members (63, 64) and to a clutch cover (61) as a drive member, the multi-plate clutch device having pistons (13, 14, 15) for actuating the friction clutches (K1, K2, K0), characterized in that, At least the clutch cover (61) and the clutch driven members (63, 64) are made of metal plates and are held axially and radially by means of axial bearings (33A, 33B, 33C, 33D, 33E) and radial bearings (34A, 34B, 34C), which run on the surface of the metal plates and are tensioned relative to the metal plates. The radial bearing (34B) is mounted between the input hub (4) and the housing, and the radial bearing (34C) is mounted between the support plate (7) and the input hub (4). The two radial bearings (34B, 34C) are mostly mounted within the axial length (L) extended by the axial bearings (33A, 33B, 33C).

2. The multi-plate clutch device according to claim 1, characterized in that, The axial bearing (33A) is disposed between the clutch driven member (63) and the support plate (7) of the clutch (K1), the axial bearing (33B) is disposed between the support plate (7) and the clutch cover (61), and the axial bearing (33C) is disposed between the clutch cover (61) and the input hub (4).

3. The multi-plate clutch device according to claim 1 or 2, characterized in that, The axial bearing (33D) is installed between the clutch driven members (63, 64), wherein the clutch driven member (64) of the clutch (K2) is tensioned relative to the output hub (6) of the clutch (K2), and the clutch driven member (63) of the clutch (K1) is tensioned relative to the output hub (5) of the clutch (K1) and the retaining ring (62).

4. The multi-plate clutch device according to claim 1 or 2, characterized in that, The gear ring bearing plate (20) is supported relative to the bearing plate (60) by means of the axial bearing (33E), wherein the radial bearing (34A) is disposed between the main hub (2) and the bearing plate (60).

5. The multi-plate clutch device according to claim 1 or 2, wherein the multi-plate clutch device is a triple-plate clutch (1) comprising: a first, a second, and a third friction clutch (K0, K1, K2), the first, second, and third friction clutches having plates arranged radially offset from each other on plate carriers (9, 10, 11, 12); a first piston (13), a second piston (14), and a third piston (15) for actuating the first, second, and third friction clutches (K0, K1, K2), wherein the first, second, and third centrifugal oil compensation pistons (16, 17, 18) together with the first, second, and third pistons (13, 14, 15) form centrifugal oil compensation chambers (21, 22, 23), characterized in that, The metal plates are used for pistons (13, 14, 15), clutch covers (61), gear ring bearing plates (20), clutch driven members (63, 64), plate bearing members (9, 10, 11, 12), and support discs (7), wherein radial bearings (34A, 34B, 34C) and axial bearings (33A, 33B, 33C, 33D, 33E) are arranged between the metal plate components.

6. A method for assembling a multi-plate clutch according to any one of the preceding claims, wherein the main hub is pre-assembled with a radial bearing (34A), a bearing plate (60), an axial bearing (33E), and a gear ring support plate (20).

7. The method according to claim 6, characterized in that, The multi-plate clutch device, as a triple-plate clutch (1), has: a first, a second, and a third friction clutch (K0, K1, K2), wherein components, namely the output hub (6) of the third friction clutch (K2), the clutch driven member (64) of the third friction clutch (K2), the axial bearing (33D), the clutch driven member (63) of the second friction clutch (K1), the output hub (5) of the second friction clutch (K1), and the retaining ring (62), are successively inserted on each other.

8. The method according to claim 6 or 7, wherein the input hub (4) is hollow and a retaining ring (62) is mounted through the input hub (4).

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