Dry dual clutch with individually actuatable sub-clutches

Abstract

The invention relates to a dual clutch (1) having an axis of rotation (A) for a reversing transmission of a motor vehicle, comprising a first partial clutch (1a) and a second partial clutch (1b), the dual clutch comprises a first actuation bearing (80) coaxial with the axis of rotation (A) and a second actuation bearing (90) coaxial with the axis of rotation (A), a first actuation lever (20) supported against the first actuation bearing (80) and a second actuation lever (30) supported against the second actuation bearing (90). The first actuating bearing (80) and the second actuating bearing (90) are actuated in a pushing manner along the axis of rotation (A) in the direction of the flywheel (5) for engaging the dual clutch (1), and the first actuating bearing and the second actuating bearing can be operated independently of each other.

Description

Technical Field

[0001] The invention relates to a dual clutch for a reversing transmission for use in a motor vehicle. The motor vehicle is preferably an agricultural machine, in particular a tractor. Background Art

[0002] Corresponding reversing transmissions are often used on tractors and implements that frequently change between forward and reverse travel. A reversing transmission is a manual transmission that can reverse at least one direction of rotation. This type of transmission is required when the drive system needs to provide two equivalent directions of rotation, but the driven machine cannot generate reverse rotation.

[0003] A dual clutch coupled with a directional transmission enables almost fully automatic gear changes in both forward and reverse gears without interrupting tractive force, known as power shifting, and without operating the clutch pedal. Torque is transmitted via one of two clutches connecting the two sub-transmissions to the drive. As with an automatic transmission with a hydraulic torque converter, this principle also allows gear changes without interrupting tractive force by simultaneously closing one clutch and opening the other.

[0004] The dual clutches of a dual-clutch transmission typically use two wet-running multi-plate clutches or single-plate dry clutches. Single-plate dry clutches in dual-clutch transmissions are often standard in compact cars with engines with torques up to around 250 Nm, as dissipating the large amounts of waste heat is difficult at higher power levels.

[0005] Wet-running clutches allow for higher torque and vehicle mass for the same size. Waste heat generated during shifting and starting is dissipated via a cooling oil flow. The transmission itself typically serves as an oil sump. Therefore, the oil is used both to cool the clutch and lubricate the gearset. A wet dual clutch always exhibits a certain drag torque during disengagement, resulting in higher idling losses and reduced efficiency. Furthermore, the operation of the oil pump reduces overall efficiency. Furthermore, a wet dual clutch requires additional components for operation and control.

[0006] Wet double clutches for reversing transmissions are known in the prior art and are particularly intended for use in agricultural machinery such as tractors and are mechanically actuated.

[0007] However, the corresponding dual clutches typically require pulling and pushing in opposite directions to open or close the respective sub-clutches. Furthermore, wet dual clutches must be equipped with a cooling circuit to supply lubricating oil. The corresponding slave / master arrangement, consisting of the actuating rod, actuating bearings, and cooling circuit, sometimes requires a considerable number of components. Furthermore, this arrangement requires a considerable amount of installation space and requires a high level of additional effort to assemble the arrangement. It also often requires a high level of maintenance, particularly when used in agricultural machinery.

[0008] It is therefore an object of the present invention to at least partially overcome the problems known in the prior art. Summary of the Invention

[0009] This object is achieved by the features of independent claim 1. Further advantageous embodiments of the invention are described in the dependent claims. The features listed individually in the dependent claims can be combined with one another in a technically meaningful manner and can define further embodiments of the invention. Furthermore, the features indicated in the claims are described and explained in more detail in the description, wherein further preferred embodiments of the invention are presented.

[0010] A dual clutch having a rotation axis according to the present invention comprises a first sub-clutch and a second sub-clutch, wherein the first sub-clutch comprises, in the direction of the rotation axis, a first pressure plate, a flywheel, and a first clutch disc located between the first pressure plate and the flywheel, the first pressure plate and the first clutch disc being mounted so as to be displaceable along the rotation axis, wherein the second sub-clutch comprises, in the direction of the rotation axis, a second pressure plate, a housing protrusion fixedly connected to a housing, and a second clutch disc located between the second pressure plate and the housing protrusion, wherein the second pressure plate and the second clutch disc are mounted so as to be displaceable along the rotation axis;

[0011] In addition, the dual clutch according to the present invention includes an actuating system having a first actuating rod for press-actuating the first sub-clutch and a second actuating rod for press-actuating the second sub-clutch, wherein the first sub-clutch and the second sub-clutch are disengaged in an unactuated state, and wherein at least two return springs are supported with one end on a protrusion of the housing and with the other end on the first actuating rod or the second actuating rod, and offset and counteract the actuating direction of the first actuating rod and the second actuating rod for engaging the first sub-clutch and the second sub-clutch to engage the first sub-clutch and the second sub-clutch.

[0012] As a precaution, it should be noted that the numerical designations used herein ("first," "second," etc.) are primarily (only) used to distinguish between a plurality of similar objects, dimensions, or processes, and in particular to illustrate that these objects, dimensions, or processes do not necessarily have dependencies and / or sequences with respect to one another. If dependencies and / or sequences are necessary, they will be explicitly stated herein or will be followed in a manner that is obvious to a person skilled in the art when studying the specifically described embodiments.

[0013] Preferably, the dual clutch is designed as a dry dual clutch. A wet dual clutch always has a certain resistance torque when disengaging, which results in higher idling losses. These idling losses do not occur in the case of a dry dual clutch. Therefore, compared with a wet dual clutch, a dry dual clutch has higher efficiency. In addition, a dry dual clutch is less complex than a wet dual clutch and requires fewer components, because, in particular, an oil cooling circuit is not required. Combined with this, a dry dual clutch also requires less installation space. Due to the reduced complexity, the assembly and maintenance workload is also reduced. Since the dual clutch according to the present invention is preferably used for agricultural machinery such as tractors, the reduction in the number of components of the dual clutch also makes maintenance easier, which can also be carried out on site, that is, not in a workshop.

[0014] The double clutch is formed by two component clutches, a first component clutch being formed by at least an element marked “first” and a second component clutch being formed by at least an element marked “second”.

[0015] The term "disengaged in the unactuated state" means that the sub-clutch is disengaged when the associated actuating lever is not actuated, i.e., no actuating force is applied, i.e., no friction connection exists between the friction pairs of the sub-clutches. Push-to-actuate means that when actuated, the associated actuating lever presses one of the elements of the sub-clutch toward the other element, i.e., applies a force that serves to displace the components of the sub-clutch to create a friction connection.

[0016] To achieve actuation of the first and / or second sub-clutch, a first actuating lever is preferably operatively connected to a first pressure plate by means of a first transmission element, and a second actuating lever is operatively connected to a second pressure plate by means of a second transmission element. The task of the first and second actuating levers is to transmit the compressive or tensile forces applied to the first or second actuating lever to the first or second pressure plate. If pressure is applied via the actuating levers, the corresponding pressure plate moves against the other components of the respective sub-clutch in order to establish a friction connection between the components of the respective sub-clutch. If a tensile force is applied, the existing friction connection of the respective sub-clutch is released.

[0017] A flywheel is a disk-shaped mass that is rotatably mounted on an axis of rotation without any imbalance. Among other things, it serves as an energy storer for kinetic energy in the form of rotational energy and inertia by storing its rotational motion or rotation with minimal friction losses, so that it can be used when needed.

[0018] The housing projection is a region which is directly or indirectly connected to the housing and is designed to serve as an abutment for a return spring and to securely hold the end of the return spring located in or on the housing projection relative to the rest of the housing.

[0019] The first and second clutch plates are components that rotate relative to and within the housing, and each has a friction portion formed radially on its outer side. The housing preferably surrounds at least the first and second clutch plates and the first and second pressure plates coaxially with the axis of rotation. Using the corresponding friction portions, when the clutch is closed, the first and second clutch plates contact a friction surface of the flywheel or a friction surface of the housing and a friction surface of the corresponding pressure plate to form a friction connection. Once the friction connection is established, torque is transmitted to the first and / or second clutch plates via the housing protrusion and / or the flywheel and corresponding pressure plate.

[0020] The first and second pressure plates arranged between the first and second clutch plates are each disc-shaped and coaxially aligned with the axis of rotation. To engage or disengage the sub-clutches, the first and second pressure plates can each be actuated by means of a first actuating lever or a second actuating lever.

[0021] The first and second actuation levers are in turn preferably actuated by first and second actuation bearings.

[0022] Preferably, the first actuating lever is actuated by pushing the first actuating bearing in the direction of the flywheel, and the second actuating lever is actuated by pushing the second actuating bearing in the direction of the flywheel. Consequently, the actuating directions, i.e., the directions for moving the respective component clutches from the disengaged state to the engaged state, are identical.

[0023] Preferably, the facing sides of the first and second pressure plates are separated from each other in the direction of the rotational axis by a stopper disposed on the housing. The stopper is preferably designed in the form of a snap ring, thereby constraining or limiting the movement of the first and second pressure plates along the rotational axis. The first pressure plate is designed so that the side facing the first clutch disc serves as a friction surface for the friction portion of the first clutch disc, while the second pressure plate is similarly designed so that the side facing the second clutch disc serves as a friction surface for the friction portion of the second clutch disc. Furthermore, the flywheel also has a friction surface for the friction portion of the first clutch disc on the side facing the first clutch disc. On the side of the second clutch disc facing away from the second pressure plate, the housing is formed with a friction surface for the friction portion of the second clutch disc. The friction surface is preferably formed on a housing protrusion of the housing facing toward the flywheel. The stopper is disposed within the housing such that, at least when in contact with the stopper, the first and second pressure plates form an air gap between themselves and the respective clutch discs, and an air gap between the respective clutch discs and the friction surfaces on the housing or flywheel sides. However, the stopper is not limited to the shape of a snap ring. Alternatively, the stopper can also be a shoulder with a smaller radius in the housing, which is preferably connected to the housing in one piece.

[0024] In order to enable the first and second sub-clutches to be disengaged independently, a return spring is supported with one end on the side of the housing protrusion facing away from the flywheel and with its other end on the first actuating rod or the second actuating rod. If there is no longer any reaction force from the first and second actuating bearings, the return spring continues to hold the first and second actuating rods against the retreating first and second actuating bearings. As a result, the first and second actuating rods follow the further return movement of the first and second actuating bearings. The first and second pressure plates then also move backwards from the friction surfaces of the flywheel and the housing protrusion, respectively, and therefore move towards each other, wherein the first and second pressure plates are lifted off the first and second clutch discs, respectively. The maximum return movement of the first and second pressure plates is limited by a stop between the two pressure plates, which is fixed to the housing.

[0025] Preferably, the first transmission element and / or the second transmission element are designed as eyebolts, wherein, further preferably, the first transmission element and the first pressure plate are operatively connected to each other via a shaped element, and the second transmission element and the second pressure plate are operatively connected to each other via another shaped element. An eyebolt is, for example, a bolt having a ring at one end for receiving a bearing pin and a thread at the other end. In principle, the first and second transmission elements are not limited to eyebolt designs. Particularly preferably, the shaped element and the further shaped element are designed as nuts that complement the threads of the first and second transmission elements. However, various embodiments are conceivable for the connecting elements that create a positive, non-positive, and / or frictional connection between the first clutch plate and the first transmission element, and between the second clutch plate and the second transmission element. Furthermore, the connecting elements are configured to adjust the distance between the corresponding friction surfaces of the flywheel or housing projection and the associated friction portions of the first and second clutch plates.

[0026] Preferably, the housing and flywheel are connected to each other in a rotationally fixed manner, so that the flywheel performs both the functions of a flywheel and a front housing cover. Furthermore, the mass of the flywheel is increased by the components connected to the flywheel in a rotationally fixed manner, which increases the flywheel's moment of inertia. Furthermore, to reduce the weight of the dual clutch, it is also preferable to reduce the actual flywheel mass, compensating for this mass with the mass of the housing.

[0027] Preferably, the first and second actuation bearings are designed as rolling bearings, wherein the second actuation bearing has an inner diameter that is larger than the outer diameter of the first actuation bearing. The first actuation bearing is located on the side of the inward-facing end of the first actuation lever that faces away from the flywheel. The second actuation bearing is also located on the side of the inward-facing end of the second actuation lever that faces away from the flywheel. The first and second actuation bearings are preferably designed as rolling bearings, each having an annular shape. Both the first and second actuation bearings are arranged coaxially with the axis of rotation, one behind the other in the axial direction in the direction of the axis of rotation, and each is mounted so as to be displaceable in the axial direction. The first actuation bearing is arranged inwardly, opposite the second actuation bearing in the direction of the flywheel, wherein the second actuation bearing has a larger radial extent than the first actuation bearing, and the inner diameter of the second actuation bearing is larger than the outer diameter of the first actuation bearing. Thus, the first and second actuation bearings are also arranged one above the other or inside the other, so as to be displaceable relative to each other along the axis of rotation A. Therefore, the opening or closing of the first or second sub-clutch can be independent of the opening or closing of the other sub-clutch. At the same time, a compact design of the actuating bearing can be achieved.

[0028] Furthermore, a reversing transmission is proposed, which comprises a dual clutch as described herein. The details and advantages disclosed for the dual clutch can be applied and transferred to the reversing transmission, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Both the invention and the technical field are explained in more detail below with reference to the accompanying drawings. It should be noted that the invention is not intended to be limited to the exemplary embodiments shown. In particular, unless expressly stated otherwise, sub-aspects of the subject matter explained in the drawings may also be extracted and combined with other components and knowledge from the present specification and / or the drawings. In particular, it should be noted that the drawings and, in particular, the scales shown are merely schematic in nature. The same reference numerals indicate the same objects, so that explanations from other drawings may also be used where applicable. In the drawings:

[0030] Figure 1 : shows a schematic cross section of a dual clutch according to the present invention in an assembled state;

[0031] Figure 2 : shows a schematic diagram of a first sub-clutch of the dual clutch according to the present invention; and

[0032] Figure 3 : shows a schematic diagram of the second sub-clutch of the dual clutch according to the present invention. DETAILED DESCRIPTION

[0033] Figure 1A schematic cross-section of a dual clutch 1 is shown. The dual clutch comprises a flywheel 5, which is coaxially connected to a third transmission shaft 4 in a rotationally fixed manner about its rotation axis A and, at its radially outer peripheral end, is connected to a circumferential housing 10. The third transmission shaft 4 is preferably designed to directly connect a drive (not shown), preferably an internal combustion engine, to a second drive shaft (also not shown). A first transmission shaft 2, designed as a hollow shaft, is rotatably mounted coaxially with the third transmission shaft 4 on its outer peripheral surface and is axially displaceable along the rotation axis A. At its end facing the flywheel 5, the first transmission shaft 2 is connected in a rotationally fixed manner to a first clutch plate 6, which points radially outward. The first transmission shaft 2 is designed to shift into a forward gear via the first clutch plate 6. Furthermore, a second transmission shaft 3 is coaxially mounted on the outer peripheral surface of the first transmission shaft 2, along with the first and third transmission shafts 2, 4, so as to be rotatable and axially displaceable along the rotation axis A. The second transmission shaft 3 is shorter than the first transmission shaft 2 in the direction of the flywheel 5. On the other hand, the second transmission shaft 3 is designed to be shifted into reverse gear via the second clutch plate 7. Thus, the dual clutch 1 can be connected in particular to a reverse gear of a motor vehicle, such as, in particular, an agricultural machine, wherein a direct change of the direction of travel of the motor vehicle can be achieved by changing between the first transmission shaft 2 and the second transmission shaft 3. Alternatively, the first transmission shaft 2 can be designed to engage the reverse gear via the first clutch plate 6 and the second transmission shaft 3 can be designed to engage the forward gear via the second clutch plate 7.

[0034] At the end of the second transmission shaft 3 facing the first clutch plate 6, the second transmission shaft 3 is connected in a rotationally fixed manner to a second clutch plate 7, which faces radially outward. The first and second clutch plates 6, 7 have the same radial extent. A first pressure plate 40 and a second pressure plate 50 are arranged between the first and second clutch plates 6, 7. Each of the first and second pressure plates 40, 50 is designed as a disk and is arranged coaxially with the axis of rotation A. The first and second pressure plates 40, 50 have an outward-facing radial extent and are each provided with an inward-facing through-opening 42, 52, toward the axis of rotation A, through which the first, second, and third transmission shafts 2, 3, and 4 extend. The mutually facing sides of the first and second pressure plates 40, 50 are separated from one another by a stop 60, in the form of a snap ring, which is fastened to the housing 10 and arranged circumferentially coaxially with the axis of rotation A.

[0035] The first actuating lever 20 and the second actuating lever 30 are each pivotally mounted on the housing 10 at one end, wherein the first actuating lever 20 and the second actuating lever 30 each extend radially inwardly from a pivot bearing 21, 31 on the housing 10 toward the rotation axis A. The other inwardly pointing ends of the first actuating lever 20 and the second actuating lever 30 are pivotally mounted in the direction of the rotation axis A and about the pivot bearings 21, 31. A first actuating bearing 80 is located on the side of the inwardly facing end of the first actuating lever 20 that faces away from the flywheel 5. A second actuating bearing 90 is also located on the side of the inwardly facing end of the second actuating lever 30 that faces away from the flywheel 5. Figure 1 Only one first actuating rod 20 and one second actuating rod 30 are shown in FIG. 1 , but preferably, a plurality of first actuating rods 20 and second actuating rods 30 are provided on the circumference of the housing 10 .

[0036] The first actuating bearing 80 and the second actuating bearing 90 are designed as rolling bearings, each having an annular shape. Both the first actuating bearing 80 and the second actuating bearing 90 are arranged coaxially with the rotation axis A and one behind the other in the axial direction, i.e., in the direction of the rotation axis A. Each of the first actuating bearing 80 and the second actuating bearing 90 is also mounted so as to be displaceable in the axial direction. The first actuating bearing 80 is arranged on the inner side, opposite the second actuating bearing 90, in the direction of the flywheel 5. The second actuating bearing 90 has a larger radial extent than the first actuating bearing, and the inner diameter of the second actuating bearing 80 is larger than the outer diameter of the first actuating bearing 80. Therefore, the first actuating bearing 80 and the second actuating bearing 90 are also arranged one above the other or inside the other, so as to be displaceable relative to each other along the rotation axis A. Although not shown, the first actuating bearing 80 and the second actuating bearing, each designed as a rolling bearing, are provided with an inner ring and an outer ring, wherein the inner ring or the outer ring is supported on the first actuating lever 20 or the second actuating lever 30.

[0037] Another pivot bearing 22 is radially arranged on the inner side of the first actuating lever 20, opposite the pivot bearing 21. A first transmission element 23 is mounted on one end of the other pivot bearing 22. The first transmission element 23 extends from the other pivot bearing 22, parallel to the rotation axis A, in the direction of the flywheel 5. The first transmission element 23 is designed as an eyebolt, with the eye forming a receptacle for the other pivot bearing 22. The end of the first transmission element 23 facing away from the eye is designed as a bolt and is provided with an external thread. At the end facing the flywheel 5, the first transmission element 23 is operatively connected to the first pressure plate 40 in a form-fitting and frictional manner via a shaped element 41 in the form of a threaded connection, which is screwed onto the threaded portion of the first transmission element 23. The side of the first pressure plate 40 facing the first clutch disc 6 is formed with a friction surface 43 for the friction portion 8 of the first clutch disc 6. The flywheel 5 also has a friction surface 5a for the friction portion 8 of the first clutch disc 6 on its side facing the first clutch disc 6.

[0038] Another pivot bearing 32 is radially arranged on the outer side of the second actuating lever 30, opposite the pivot bearing 31. A second transmission element 33 is mounted at one end of the other pivot bearing 32. The second transmission element 33 also extends from the other pivot bearing 32, parallel to the axis of rotation A, in the direction of the flywheel 5. Similar to the first transmission element 23, the second transmission element 33 is designed as an eyebolt, with the eye forming a receptacle for the other pivot bearing 32. The end of the second transmission element 33 facing away from the eye is designed as a bolt and is provided with an external thread. At the end facing the flywheel 5, the second transmission element 33 is operatively connected to the second pressure plate 50 in a form-fitting and frictional manner via a shaped element 51 in the form of a threaded connection, which is screwed onto a threaded portion of the second transmission element 33. The second pressure plate 50 is designed so that the side facing the second clutch disc 7 serves as a friction surface 53 for the friction portion 9 of the second clutch disc 7. The same contents mentioned with respect to the first and second actuating levers 20 and 30 also apply to the first and second transmission elements 23 and 33 and the shaped elements 41 and 51. That is, although the figure shows only two actuating levers 20 and 30, a plurality of transmission elements 23 and 33 corresponding to the number of lever elements 20 and 30 are distributed around the circumference of the housing 10. The at least one first actuating lever 20 and the at least one second actuating lever 30 both move in a common actuation direction 100 to actuate the respective sub-clutches 1a and 1b. The two sub-clutches 1a and 1b are normally disengaged, so that actuation of the respective sub-clutches 1a and 1b causes the respective sub-clutches 1a and 1b to engage.

[0039] On the side of the second clutch disk 7 facing away from the flywheel 5, a housing projection 11 is formed on the housing 10, pointing radially inwards and surrounding the axis of rotation A. The housing projection 11 is formed with a friction surface 13 on the side facing the second clutch disk 7. The housing 10 with the associated housing projection 11 and the flywheel 5 are also designed to prevent dust from entering the dual clutch and, due to their shape, are designed for particularly rapid heat dissipation.

[0040] Furthermore, the housing projection 11 has a receptacle 12 for a return spring 70 on the side facing away from the second clutch plate 7. Each return spring 70 is supported at one end on the receptacle 12 or in a receptacle on the housing projection 11, and at its other end on the first actuating lever 20 or the second actuating lever 30. Any embodiment of the return spring 70 is possible, preferably in the form of a compression spring, a tension spring, or a leg spring. Depending on the designation "first" or "second," the first component clutch 1a is formed by at least the flywheel 5, the first clutch plate 6, the first pressure plate 40, the first transmission element 23, the first actuating lever 20, and the first actuating bearing 80. The second component clutch 1b is formed by at least the housing projection 11, the second clutch plate 7, the second pressure plate 50, the second transmission element 33, the second actuating lever 30, and the second actuating bearing 90.

[0041] Figure 2 A schematic diagram of a first component clutch 1a of a dual clutch 1 according to the present invention is shown, with the second component clutch 1b concealed to clarify the operating mode of the device. As explained in the preceding description, the first component clutch 1a is formed by at least the element labeled "first," and the second component clutch 1b is formed by at least the element labeled "second."

[0042] To create a friction connection between the first clutch plate 6 and the friction surface 5a of the flywheel 5, or to engage the first clutch part 1a of the dual clutch 1, an actuating force is first transmitted via the actuating bearing 80 in an actuating direction 100, i.e., in the direction of the flywheel 5, to the first actuating lever 20. A first transmission element 23, in the form of an eyebolt, transmits a force in the form of pressure and a distance corresponding to the lever ratio to the first pressure plate 40. The first pressure plate 40 follows the lever movement and moves in the direction of the friction surface 5a of the flywheel 5. As a result, the first clutch plate 6 is clamped between the friction surface 43 of the first pressure plate 40 and the friction surface 5a of the flywheel 5, and torque is transmitted frictionally from the third transmission shaft 4, which is connected to the flywheel 5 in a rotationally fixed manner, to the first transmission shaft 2.

[0043] To open the first component clutch 1a and create an air gap between the flywheel 5 and the first clutch plate 6, the actuating force on the first actuating bearing 80 is reduced in the direction of the flywheel 5, causing the first actuating bearing 80 to move away from the flywheel 5. First, the first pressure plate 40 is moved rearward along the rotation axis A in the direction opposite to the flywheel 5 by the pad spring (not shown) of the first clutch plate 6. If the first clutch plate 6 no longer exerts a reaction force, the return spring 70 continues to hold the first actuating lever 20 against the retreating first actuating bearing 80. Therefore, the first actuating lever 20 follows the further return movement of the first actuating bearing 80. The first pressure plate 40 then also moves rearward and lifts away from the first clutch plate 6. The maximum return movement of the first pressure plate 40 is limited by a stopper 60 fixed to the housing, thereby also determining the maximum return movement of the first actuating lever 20. Therefore, the first component clutch 1a is designed as a normally disengaged friction clutch (disengaged in the unactuated state) that is actuated by pushing the first actuating lever 20.

[0044] Figure 3 A schematic diagram of the second sub-clutch 1b of the dual clutch 1 according to the invention is shown, wherein the first sub-clutch 1a is now hidden in order to clarify the mode of operation of the device. In order to also produce a friction connection between the second clutch plate 7 and the friction surface 13 of the housing projection 11 or to also close the second sub-clutch 1b of the dual clutch 1, an additional actuating force is applied to the second actuating bearing 90 and therefore to the second actuating lever 30 in the actuating direction 100, i.e. in the direction of the flywheel 5. Therefore, the actuating direction 100 is oriented in the same way as for the first sub-clutch 1a, or in order to close one of the sub-clutches 1a, 1b of the dual clutch 1, the first actuating bearing 80 and the second actuating bearing 90 are moved along the axis of rotation A in the actuating direction 100 (see Figure 1 ), i.e. in the direction of the flywheel 5. Preferably, a movement in the opposite direction to the movement described is also possible, so that with appropriately adapted pivot bearings 21, 31 of the first actuating lever 20 and the second actuating lever 30 has the same effect.

[0045] In the second component clutch 1b, force and distance are also transmitted by the second transmission element 33 to the second pressure plate 50 according to the lever ratio. Contrary to the first component clutch 1a, the second pressure plate 50 is pulled in the direction of the second actuating lever 30. Consequently, the second pressure plate 50 does not follow the lever movement or the actuation direction 100 of the second actuating lever 30 in the direction of the flywheel 5, but instead moves away from the flywheel 5. Consequently, the second clutch plate 7 is pulled a certain distance against the interior of the housing 10, or specifically against the housing protrusion 11. Due to the transmitted actuation force, the second clutch plate 7 is clamped between the friction surface of the second pressure plate 50 and the friction surface 13 of the housing protrusion 11. Consequently, a friction effect is also generated here between the second clutch plate 7 and the housing protrusion 11, enabling torque to be transmitted from the housing 10, which is connected to the flywheel 5, to the second transmission shaft 3.

[0046] The opening of the second sub-clutch 1b of the dual clutch 1 occurs in the same manner as the first sub-clutch 1a. In order to also open the second sub-clutch 1b and to create an air gap between the housing projection 11 and the second clutch plate 7, the actuating force on the second actuating bearing 90 is reduced in the direction of the flywheel 5, so that the second actuating bearing 90 moves away from the flywheel 5. Figure 3 Not shown and Figure 3 The protrusion 60 is formed in Figure 1 ) on the left side of the flywheel 5. First, the second pressure plate 50 is moved backward along the rotation axis A in the direction opposite to the flywheel 5 by the pad spring (not shown) of the second clutch disc 7. If the second clutch disc 7 no longer applies a reaction force, the return spring 70 continues to hold the second actuating rod 30 against the retreating second actuating bearing 90. Therefore, the second actuating rod 30 follows the further return movement of the second actuating bearing 90. Then, the second pressure plate 50 also moves backward, but in the direction opposite to the flywheel 5 and is lifted off the second clutch disc 7. The maximum return movement of the second pressure plate 50 is limited by the stopper 60 fixed to the housing, thus also determining the maximum return movement of the second actuating rod 30. Therefore, the second sub-clutch 1b is designed as a normally disengaged (disengaged in the unactuated state) friction clutch actuated by pushing the second actuating rod 30.

[0047] The overall arrangement of the dual clutch 1, comprising the first and second component clutches 1a, 1b, is a so-called safety clutch. In the unactuated state, the two component clutches 1a, 1b are disengaged, i.e., not closed, and therefore no torque is transmitted. For both the first and second component clutches 1a, 1b, the actuation direction for engaging the two component clutches 1a, 1b is oriented toward the flywheel 5, with return springs 70 disposed between the housing protrusion 11 and the first and second actuating levers 20, 30 counteracting the actuation direction. Specifically, the first and second component clutches 1a, 1b are actuated by push action, with the compressive force for engaging the respective component clutches 1a, 1b being applied to the respective first and / or second actuating levers 20, 30 via the first and second actuating bearings 80, 90. However, to disengage the two component clutches 1a, 1b, the first and second actuating levers 20, 30 are moved rearward in opposite directions.

[0048] Reference Signs List

[0049] 1 dual clutch

[0050] 1a First sub-clutch

[0051] 1b Second sub-clutch

[0052] 2 First drive shaft

[0053] 3 Second drive shaft

[0054] 4 Third drive shaft

[0055] 5 Flywheel

[0056] 5a Friction surface

[0057] 6 First clutch plate

[0058] 7 Second clutch plate

[0059] 8 Friction part of the first clutch disc

[0060] 9 Friction part of the second clutch disc

[0061] 10 Housing

[0062] 11 Housing protrusion

[0063] 12 Reception Department

[0064] 13 Friction Surface

[0065] 20 First actuator rod

[0066] 21 Pivot bearing

[0067] 22 Another pivot bearing

[0068] 23 First transmission element

[0069] 30 Second actuating lever

[0070] 31 pivot bearing

[0071] 32 Another pivot bearing

[0072] 33 Second transmission element

[0073] 40 First Pressure Plate

[0074] 41 forming elements

[0075] 42 through opening

[0076] 43 Friction Surface

[0077] 50 Second Pressure Plate

[0078] 51 forming elements

[0079] 52 through opening

[0080] 53 friction surface

[0081] 60 stopper

[0082] 70 Return spring

[0083] 80 First Actuator Bearing

[0084] 90 Second actuating bearing

[0085] 100 Actuation direction

[0086] ARotation axis

Claims

1. A double clutch (1) having a rotation axis (A), the double clutch comprising a first sub-clutch (1a) and a second sub-clutch (1b), in, The first sub-clutch (1a) comprises, in the direction of the rotation axis (A), a first pressure plate (40), a flywheel (5) and a first clutch disc (6) located between the first pressure plate and the flywheel, wherein the first pressure plate (40) and the first clutch disc (6) are mounted so as to be displaceable along the rotation axis (A). The second sub-clutch (1b) comprises, in the direction of the rotation axis (A), a second pressure plate (50), a housing protrusion (11) fixedly connected to the housing (10), and a second clutch disc (7) located between the second pressure plate and the housing protrusion, wherein the second pressure plate (50) and the second clutch disc (7) are mounted so as to be displaceable along the rotation axis (A), The dual clutch also includes an actuation system, which has a first actuation rod (20) for pressing and actuating the first sub-clutch (1a) and a second actuation rod (30) for pressing and actuating the second sub-clutch (1b), wherein the first sub-clutch (1a) and the second sub-clutch (1b) are disengaged in an unactuated state, and wherein at least two return springs (70) are supported with one end on the housing protrusion (11) and with the other end on the first actuation rod (20) or the second actuation rod (30), and offset with the actuation direction of the first actuation rod (20) and the second actuation rod (30) to engage the first sub-clutch (1a) and the second sub-clutch (1b).

2. The dual clutch (1) according to claim 1, characterized in that: The housing (10) surrounds at least the first clutch disc (6) and the second clutch disc (7) and the first pressure plate (40) and the second pressure plate (50) coaxially with the rotation axis (A).

3. The dual clutch (1) according to claim 1 or 2, characterized in that: The first actuating rod (20) is operatively connected to the first pressure plate (40) by means of a first transmission element (23), wherein the second actuating rod (30) is operatively connected to the second pressure plate (50) by means of a second transmission element (33).

4. The dual clutch (1) according to any one of the preceding claims, characterized in that The first transmission element (23) and / or the second transmission element (33) are designed as eye bolts.

5. The dual clutch (1) according to any one of the preceding claims, characterized in that The first transmission element (23) and the first pressure plate (40) are operatively connected to each other at least indirectly via a forming element (41), and the second transmission element (33) and the second pressure plate (50) are operatively connected to each other at least indirectly via another forming element (51).

6. The dual clutch (1) according to claim 5, characterized in that: The shaped element (41) and the further shaped element (51) are designed as nuts.

7. The dual clutch (1) according to claim 6, characterized in that: The first actuating rod (20) is actuated by a first actuating bearing (80), and the second actuating rod (30) is actuated by a second actuating bearing (90).

8. The dual clutch (1) according to any one of the preceding claims, characterized in that The housing (10) and the flywheel (5) are connected to one another in a rotationally fixed manner.

9. The dual clutch (1) according to claim 7, characterized in that: The first actuating bearing (80) and the second actuating bearing (90) are designed as rolling bearings, wherein the second actuating bearing (80) has an inner diameter that is larger than an outer diameter of the first actuating bearing (90).

10. A reversing transmission comprising a dual clutch (1) according to any one of the preceding claims.

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