Multiple disk clutch device with support disk, in particular triple 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), with pistons (13, 14, 15) for actuating the friction clutches, wherein a support disk (7) is arranged between the clutch output of one clutch (K1) and the clutch input of another clutch (K0), which support disk functions as a support when at least one of the clutches (K1, K2, K0) is actuated. The support disk (7) is an at least one-piece metal sheet part.

Description

Technical Field

[0001] The present invention relates to 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 multi-plate clutch device having a piston for actuating the friction clutches, wherein a support plate is provided between the clutch output end of one clutch and the clutch input end of the other clutch, the support plate providing support when at least one of the clutches is operated. Background Technology

[0002] For example, a dual clutch for powertrains is known from EP2905492B1. This clutch device is used in motor vehicle powertrains to connect a drive engine, such as an internal combustion engine, to a transmission, such as a multi-speed transmission. If a gear shift 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-operation friction clutches, fluid operation of the friction clutch is known. 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.

[0003] 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.

[0004] This 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 DE102010004711B1.

[0005] 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.

[0006] 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.

[0007] Triple clutches are known, for example, from DE102019104073A1. Summary of the Invention

[0008] The object of the present invention is to provide a multi-plate clutch device, particularly a triple-plate clutch, wherein an optimized support plate is used between the clutch output end of one clutch and the clutch input end of another clutch.

[0009] 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, wherein a support plate is provided between the clutch output end of one clutch and the clutch input end of the other clutch, the support plate providing support when at least one of the clutches is operated, characterized in that the support plate is at least one piece of metal plate.

[0010] Sheet metal is a rolled product made of metal, delivered as a sheet, with its width and length significantly greater than its thickness. With proper design, sheet metal components can replace cast or pressed components. The cost advantage here is substantial.

[0011] Here, the support plate consists of a radially extending portion and two wings, one of which abuts against the clutch plates of one of the clutches.

[0012] The wings of the support plate are U-shaped or L-shaped.

[0013] The support plate consists of a radially extending portion and separate wing members with two wings.

[0014] Alternatively, the support plate consists of a radially extending portion and two separate wing members mounted above and below the plate carrier.

[0015] The plate assembly contacts the support plate via at least one washer.

[0016] The multi-plate clutch device is designed as a triple-plate clutch, comprising: a first, a second, and a third friction clutch, the first, second, and third friction clutches having plates arranged 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, and wherein two of the clutches have a common support plate.

[0017] 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.

[0018] Therefore, a very compact structure is achieved while minimizing axial expansion. Attached Figure Description

[0019] Figure 1 This illustration shows an embodiment of the invention having a common drive plate carrier for clutches K0 and K1.

[0020] Figure 2 An embodiment with a common drive plate carrier for clutches K1 and K2 is shown.

[0021] Figure 3 This illustration shows an embodiment with an oil guide in the rotating hub within the clutch housing.

[0022] Figure 4 It demonstrates a modular construction.

[0023] Figure 5 Another implementation is shown.

[0024] Figures 6 to 9 An embodiment of the support plate is shown.

[0025] All implementations are concentric triple-plate clutches, which have a short axial length and cost-optimized structure by using metal plate inserts. Detailed Implementation

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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 9 The support plate 7 is shown again in the middle.

[0030] According to Figure 9 In this embodiment, the support member 8 and the support disk 7 are composed of multiple parts.

[0031] 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.

[0032] Three clutches K0, K1, and K2 are operated by a first piston 13, a second piston 14, and a third piston 15. 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 are 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 the regions 9B and 11B of the plate carriers that extend perpendicularly to them. The piston carrier 19 for the first piston 13 also extends parallel to the radially extending sections 9A and 11A of the plate carriers.

[0033] 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.

[0034] The first piston 13 and the first centrifugal oil compensation piston 16 form the first centrifugal oil compensation chamber 21.

[0035] The second piston 14 and the second centrifugal oil compensation piston 17 form the second centrifugal oil compensation chamber 22.

[0036] The third piston 15 and the third centrifugal oil compensation piston 18 form the third centrifugal oil compensation chamber 23.

[0037] 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.

[0038] 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.

[0039] This results in a continuous centrifugal oil flow from the main hub 2 to the first centrifugal oil compensation chamber 21.

[0040] 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.

[0041] 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.

[0042] 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 7 This will be shown in more detail again.

[0043] 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.

[0044] 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.

[0045] Figure 5 Another embodiment of the metal sheet used for further optimization is shown.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] According to the design of the triple plate clutch 1, two of the two welds 31 are welded, or alternatively only one is welded.

[0051] 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.

[0052] 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.

[0053] 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. 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 setup on the transmission input shaft.

[0054] 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.

[0055] The support plate 7 is designed as a metal sheet and extends between the clutch output end of clutch K1, which has an output hub 5, and the clutch input end of clutch K0, which is connected to the input hub 4. The support plate 7 has a radially extending portion 7A that merges into a first wing 7B. A second wing 7C extends above the plate carriers 9 of clutches K0 and K1.

[0056] Two wings 7B and 7C are used to support corresponding clutch assemblies of two clutches, the clutch assemblies having clutch plates located on plate carriers.

[0057] The support plate 7 is axially supported by the axial bearing 33 to the clutch output end of clutch K1 and the clutch input end of clutch K0. Radially, the support plate 7 is indirectly supported by the input hub 4, the radial bearing 34, and the housing.

[0058] Figure 6 An embodiment with a one-piece support disc 7 is shown. The first wing 7B shows a U-shaped configuration, with its closed end facing the clutch plates of the clutch K1 plate assembly. The second wing 7CL is shaped, with the open end of the support disc 7 facing the end plate of the clutch K0. The support disc 7 passes through the plate carrier 9.

[0059] In order to optimally contact and support the clutch plates of K1 and K0, washers 36 of different thicknesses, also known as shims, must be used to compensate for the existing clearance.

[0060] To improve this situation, optional steel plates and / or thicker end plates are also provided to better transmit force.

[0061] Figure 7 Also shown is a one-piece support disk 7, wherein in this embodiment, the second wing 7C has a different shape than that shown in the previous embodiment. Figure 6 The orientation of the implementation method. Here, the wing 7C is designed in a U-shape and abuts against the clutch plate of the clutch K0 with the closed side of the U.

[0062] Figure 8 One embodiment is shown in which the support disk 7 is designed as a two-piece unit. Wings 7B and 7C are inserted as separate components onto the sheet support 9 and are connected in region 35 to a radially extending region 7A of the support disk 7.

[0063] In this embodiment, optional steel sheets and / or thicker end pieces are also selectively provided for better force transmission.

[0064] Figure 9 The multi-piece configuration for the support disc 7 is shown. Here, the radial region 7A of the support disc 7 is mounted on the sheet support 9 independently of the two individual wings 7B and 7C. The two wings 7B and 7C are also independent components and are fastened to the sheet support 9.

[0065] To improve the clearance at the two clutches K1 and K0, separate washers 36 are provided, extending above and below the plate carrier 9. This compensates for any potential clearance.

[0066] List of reference numerals

[0067] 1. Triple-plate clutch

[0068] 2 main hubs

[0069] 2a, 3a, 24, 25 Oil threading sections

[0070] 3 rotary joints

[0071] 3b piston rings

[0072] 4-input hub

[0073] 5 and 6 output hubs

[0074] 7 support levels

[0075] 7A Radial Extension

[0076] 7B and 7C wings

[0077] 8 support components

[0078] 9, 10, 11, and 12 load-bearing components

[0079] 9A and 11A cover sections

[0080] Vertically extending areas of the 9B and 11B bearing members

[0081] Pistons 13, 14, and 15

[0082] Centrifugal oil compensation pistons 16, 17, and 18

[0083] 19 Piston Carrier

[0084] 20-tooth ring bearing plate

[0085] Centrifugal oil compensation chambers 21, 22, and 23

[0086] 26 channels

[0087] 27 openings

[0088] 30-tooth ring

[0089] 31 Welding

[0090] 32 protrusions

[0091] 33 Axial Bearing

[0092] 34 radial bearing

[0093] Area 35

[0094] 36 Washer

[0095] K0, K1, K2 friction clutches

[0096] 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 multi-plate clutch device having pistons (13, 14, 15) for actuating the friction clutches, wherein a support plate (7) is provided between the clutch output end of one clutch (K1) and the clutch input end of another clutch (K0), the support plate serving as a support member when at least one of the clutches (K1, K2, K0) is operated, characterized in that, The support plate (7) is at least one piece of metal plate, wherein the support plate consists of a radially extending portion (7A) and two wings (7B, 7C), wherein one of the wings abuts against the plate assembly of one of the clutches.

2. The multi-plate clutch device according to claim 1, characterized in that, The wings (7B, 7C) of the support disk (7) are U-shaped or L-shaped.

3. The multi-plate clutch device according to claim 1 or 2, characterized in that, The support plate (7) consists of a radially extending portion (7A) and separate wing members with two wings (7B, 7C).

4. The multi-plate clutch device according to claim 1 or 2, characterized in that, The support plate (7) consists of a radially extending portion (7A) and two separate wing members (7B, 7C) mounted above and below the plate carrier (9).

5. The multi-plate clutch device according to claim 1 or 2, characterized in that, The sheet assembly contacts the support plate via at least one washer.

6. The multi-plate clutch device according to claim 1 or 2, wherein the multi-plate clutch device is configured as a triple-plate clutch (1) and has: a first, a second and a third friction clutch (K0, K1, K2), the first, the second and the third friction clutch having a plate group arranged radially offset from each other on a plate support (9, 10, 11, 12); a first piston (13), a second piston (14) and a third piston (15) for actuating the first, the second and the third friction clutch (K0, K1, K2), wherein the first, the second and the third centrifugal oil compensation pistons (16, 17, 18) together with the first, the second and the third pistons (13, 14, 15) form centrifugal oil compensation chambers (21, 22, 23), wherein two of the clutches have a common support plate (7).

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