Multiple disk clutch device with connected compensation chambers, in particular triple disk clutch

Abstract

A multiple-plate clutch device, in particular a triple-plate clutch (1), having first, second and third friction clutches (K0, K1, K2) with plate packs arranged radially offset from one another on plate carriers (9, 10, 11, 12), first, second and third pistons (13, 14, 15) for actuating the first, second and third friction clutches (K0, K1, K2), wherein first, second and third centrifugal oil compensation pistons (16, 17, 18) form centrifugal oil compensation chambers (21, 22, 23) together with the first, second and third pistons (13, 14, 15), respectively, wherein the centrifugal oil compensation chambers (21, 22, 23) are arranged radially offset from one another and are connected to one another via a continuous cooling oil path which leads through the centrifugal oil compensation chambers (21, 22, 23).

Description

Technical Field

[0001] The present invention relates to a multi-plate clutch device, particularly 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. 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] The aforementioned problem does not occur in the P2 hybrid type, 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.

[0007] Such a triple clutch is 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, for realizing a P2 configuration within the same mounting space required for a dual clutch in a 2.5 configuration, and also for realizing a P1 configuration with universal parts that can be manufactured at low cost.

[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, the multi-plate clutch device having a piston for actuating the friction clutches, wherein at least the plate carrier and the gear ring carrier plate connected to the main hub are formed of metal plate components.

[0010] A sheet metal is a rolled product made of metal, delivered as a sheet, and its width and length are much greater than its thickness. With proper design, sheet metal components can replace cast or pressed components.

[0011] The plate carriers connected to the main hub are reinforced by welding in a region extending radially from the main hub, in which the plate carriers extend parallel to each other.

[0012] This increases the stiffness of the load-bearing components.

[0013] Furthermore, the plate bearing connected to the main hub is reinforced by welding to the gear ring bearing plate.

[0014] The main hub forms an edge for the centrifugal oil, the edge extending toward the central axis A.

[0015] The edge is integrally formed with the main hub, wherein the rotating element provides the basic position.

[0016] This objective is also achieved by a triple-plate clutch having: 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, the centrifugal oil compensation chambers being arranged radially offset from each other and connected to each other via continuous cooling oil passages guided through the centrifugal oil compensation chambers.

[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.

[0019] Advantageously, the cooling oil passage guides the cooling oil directly through the main hub to the third centrifugal oil compensation chamber, all pistons and centrifugal oil compensation pistons are torsionally fixed to the main hub, and the third centrifugal oil compensation chamber is adjacent to the main hub and located between the third piston and the third centrifugal oil compensation piston.

[0020] Furthermore, the cooling oil passage is guided through the opening of the piston and / or through the opening of the plate carrier.

[0021] The cooling oil circuit remains simple, and the cooling oil can flow almost directly from the main hub to the outermost clutch K0 and its centrifugal oil compensation chamber under the action of centrifugal force.

[0022] Cooling oil is guided either through a rotary joint fixed to the housing or directly through the main hub.

[0023] The triple-plate clutch used to realize the P2 hybrid drive is achieved by having two friction clutches with a common plate carrier.

[0024] To save on components, it is advantageous that the support disc connected to the input hub and acting on one of the plate carriers is equipped with an integral support on the plate carrier. Attached Figure Description

[0025] Figure 1 This illustration shows an embodiment of the invention having a common drive plate carrier for clutches K0 and K1.

[0026] Figure 2 An embodiment with a common drive plate carrier for clutches K1 and K2 is shown.

[0027] Figure 3 This illustration shows an embodiment with an oil guide in the rotating hub within the clutch housing.

[0028] Figure 4 It demonstrates a modular construction.

[0029] Figure 5 Another implementation is shown.

[0030] All implementations are concentric triple-plate clutches, which have a short axial length and cost-optimized structure by using metal plate inserts. Detailed Implementation

[0031] 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.

[0032] 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.

[0033] 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.

[0034] The input hub 4 surrounds the first output hub 5 and the second output hub 6. A support plate 7 is mounted on the input hub 4, which is connected to a common plate carrier 9 for clutches K0 and K1 via a support member 8.

[0035] In this embodiment, the support member 8 is constructed in multiple parts. A common plate support member 9 serves as the inner plate support member of clutch K0 and also as the outer plate support member of clutch K1. The inner plate support member 10 of clutch K1 is connected to the first output hub 5. Clutch K2 has an outer plate support member 11 and an inner plate support member 12, wherein the inner plate support member 12 is connected to the second output hub 6.

[0036] 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.

[0037] 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.

[0038] The first piston 13 and the first centrifugal oil compensation piston 16 form the first centrifugal oil compensation chamber 21.

[0039] The second piston 14 and the second centrifugal oil compensation piston 17 form the second centrifugal oil compensation chamber 22.

[0040] The third piston 15 and the third centrifugal oil compensation piston 18 form the third centrifugal oil compensation chamber 23.

[0041] 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.

[0042] The external centrifugal oil compensation chamber is filled through a third centrifugal oil compensation chamber 23, which fills the second centrifugal oil compensation chamber 22 via an opening 24 in the third piston 15 and an opening 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 a passage, an opening 26 between the components of the second piston 14, and an opening 27 in the common plate support member 9.

[0043] This results in a continuous flow of centrifugal oil from the main hub 4 to the first centrifugal oil compensation chamber 21.

[0044] 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.

[0045] 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.

[0046] and Figure 1 Unlike other solutions, the radial support disc 7 is not a multi-piece design, but a single piece, which reduces costs.

[0047] 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.

[0048] 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.

[0049] Figure 5 Another embodiment of the metal sheet used for further optimization is shown.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] According to the design of the triple plate clutch 1, two of the two welds 31 are welded, or alternatively only one is welded.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] List of reference numerals

[0060] 1. Triple-plate clutch

[0061] 2 Main Hub

[0062] 2a Oil-piercing section

[0063] 3 Rotary joint

[0064] 3a Oil-piercing section

[0065] 3b Piston Ring

[0066] 4 Input Hub

[0067] 5, 6 output hubs

[0068] 7. Support plate

[0069] 8 Support components

[0070] 9, 10, 11, and 12 load-bearing components

[0071] 9A and 11A cover sections

[0072] The vertically extending areas of the 9B and 11B bearing members

[0073] Pistons 13, 14, and 15

[0074] 16, 17, 18 Centrifugal oil compensation piston

[0075] 19 Piston support

[0076] 20 Gear Ring Bearing Plate

[0077] Centrifugal oil compensation chambers 21, 22, 23

[0078] Openings in numbers 24, 25, 26, and 27

[0079] 30 Toothed Ring

[0080] 31 Welding

[0081] 32 edges

[0082] K0, K1, K2 friction clutches

[0083] Axis A

Claims

1. A multi-plate clutch device as 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, A toothed ring support plate (20) is provided separately from the plate support members (9, 10, 11, 12), the toothed ring support plate extending radially inward to the main hub (2) and welded to the main hub (2), and the plate support members (9, 11) have cover sections (9A, 11A) extending radially inward to the main hub (2) and connected to the main hub (2), wherein at least the plate support members (9, 11) connected to the main hub (2) and the toothed ring support plate (20) are formed of metal plate members, wherein the plate support member (9) connected to the main hub (2) is reinforced by welding (31) to the toothed ring support plate (20).

2. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1, characterized in that, The plate carriers (9, 11) connected to the main hub (2) are reinforced by welding (31) in a region extending radially from the main hub, in which the plate carriers extend parallel to each other.

3. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1 or 2, characterized in that, The main hub (2) forms a ridge (32) for centrifugal oil, the ridge extending toward the central axis A.

4. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1 or 2, 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). Its features are, The centrifugal oil compensation chambers (21, 22, 23) are arranged radially offset from each other and are connected to each other via a continuous cooling oil passage that guides the centrifugal oil compensation chambers (21, 22, 23).

5. The multi-plate clutch device as a triple-plate clutch (1) according to claim 4, characterized in that, The cooling oil circuit guides the cooling oil directly through the main hub (2) to the third centrifugal oil compensation chamber (23). All pistons (13, 14, 15) and centrifugal oil compensation pistons (16, 17, 18) are torsionally fixed on the main hub. The third centrifugal oil compensation chamber is adjacent to the main hub (2) and located between the third piston and the third centrifugal oil compensation piston.

6. The multi-plate clutch device as a triple-plate clutch (1) according to claim 4, characterized in that, The cooling oil passage is guided through the opening (24) of the piston and / or through the openings (25, 26) of the plate carrier.

7. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1 or 2, characterized in that, Cooling oil is guided through a rotary joint (3) fixed to the housing or directly through the main hub (2).

8. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1 or 2, characterized in that, The two friction clutches (K0 and K1 or K1 and K2) in the friction clutch have a common plate carrier (9 or 11).

9. The multi-plate clutch device as a triple-plate clutch (1) according to claim 1 or 2, characterized in that, A support plate (7) is mounted on the input hub (4), and the support plate is connected to one of the sheet bearings (9) via a one-piece or multi-piece support member (8).

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