Multi-plate clutch assembly with support disc

Abstract

Triple-plate clutch arrangement with three friction clutches (K1, K2, K0) having radially offset plate packs on plate carriers (9, 10, 11, 12), with pistons (13, 14, 15) for actuating the friction clutches, wherein a support disc (7) is arranged between the clutch output of one clutch (K1) and the clutch input of another clutch (K0), which serves as a support when actuating at least one of the clutches (K1, K2, K0), characterized in that the support disc (7) is attached to the input hub (4), which is connected via a support (8) to a common plate carrier (9) for the friction clutches (K0 and K1), and the support disc (7) is a sheet metal part of at least one piece, wherein the support disc (7) consists of a radially extending part (7A) and two wings (7B, 7C), each of which has one of the wings attached to the The lamellar pack is connected to one of the couplings (K1, K2, K0).

Description

[0001] The present invention relates to a multi-plate clutch arrangement with at least two friction clutches, which have radially offset plate packs arranged on plate carriers, with pistons for actuating the friction clutches, wherein a support disc is arranged between the clutch output of one clutch and the clutch input of another clutch, which serves as a support when actuating at least one of the clutches. State of the art

[0002] Dual clutches for a drivetrain are known, for example, from EP 2 905 492 B1. Such clutch arrangements serve in motor vehicle drivetrains to connect a drive motor, such as an internal combustion engine, to a transmission, such as a stepped transmission. The clutch contained therein serves, for example, for starting and / or interrupting the power flow if a gear change is required in the transmission. With wet friction clutches, it is known to actuate them fluidically. For this purpose, it is also known to provide a rotary feedthrough between a housing journal and a hub member, whereby fluid for cooling and actuating the clutch is supplied via the rotary feedthrough.

[0003] In such an open system, the aim is to counteract the sometimes disruptive effects of centrifugal force on rotating actuating pistons—namely, pressure increases caused by the cooling oil, intended for clutch actuation, being flung outwards by centrifugal force during rotation—by providing corresponding compensation chambers in which a corresponding counter-pressure is generated. As a result, the actuating piston is surrounded on both sides by oil chambers, leading to effective centrifugal oil equalization. These oil chambers consist of pressure oil chambers and centrifugal oil equalization chambers, the latter being formed by centrifugal oil equalization pistons. Centrifugal oil refers to the portion of the cooling oil that is moved by centrifugal force.

[0004] Such dual clutches are also used for hybrid drive systems in a dual-clutch transmission. For example, a design with an electric machine connected to one of the two sub-transmissions is known from DE 10 2010 004 711 B4.

[0005] The connection of the electric motor to one of the sub-transmissions—either the second sub-transmission TG2 with gears 2 / 4 / 6 or the first sub-transmission TG1 with gears 1 / 3 / 5 / 7—does not allow for shifting in purely electric mode without interrupting traction. In a 2.5 hybrid system, shifting in purely electric mode can only occur either with an interruption of traction or via a supporting torque from the combustion engine. This means that the avoidance of emissions cannot be guaranteed, which is detrimental to the test cycle of a hybrid vehicle.

[0006] These problems do not occur in a P2 hybrid type; however, the P2 configuration requires an additional clutch K0 between the combustion engine and the electric motor. Due to limited installation space, a triple-plate clutch is used. All components must be optimized for the limited installation space, and manufacturing and / or assembly costs also play a role.

[0007] A triple coupling is known, for example, from DE 10 2019 104 073 A1. A coupling arrangement with a triple coupling is known from DE 10 2019 104 076 A1. The two outer couplings have a common lamellar carrier which is connected to a sheet metal support disc. DE 10 2019 002 850 A1 shows a triple coupling, in which no common lamellar carriers are installed. EP 1 726 843 A1 shows a double coupling with a common lamellar carrier, with a support structure present. DE 10 2012 024 699 A1 shows a triple coupling with a common lamellar carrier, which is supported by a support disc. DE 10 2013 216 747 A1 shows a double clutch with a common lamellar carrier and a support disc. DE 10 2012 219 546 A1 shows a double clutch with separate lamellar carriers and a support disc.

[0008] The object of the invention is to provide a triple-plate clutch arrangement in which an optimized support disc is used between the clutch output of one clutch and the clutch input of another clutch. Description of the invention

[0009] The problem is solved by a triple-plate clutch arrangement with at least three friction clutches having radially offset plate packs on plate carriers, with pistons for actuating the friction clutches, wherein a support disc is arranged between the clutch output of one clutch and the clutch input of the other clutch, which serves as a support when actuating at least one of the clutches, characterized in that the support disc is attached to the input hub (4), which is connected via a support (8) to a common plate carrier (9) for the friction clutches (K0 and K1) and the support disc (7) is a sheet metal part of at least one piece, wherein the support disc (7) consists of a radially extending part (7A) and two wings (7B, 7C), wherein one of the wings rests against the plate pack of each of the clutches (K1, K2, K0).

[0010] Sheet metal is a rolled metal product delivered as a sheet, with a width and length significantly greater than its thickness. With appropriate design, a sheet metal component can replace a cast or pressed component, resulting in enormous cost savings.

[0011] The support disc consists of a radially extending part and two wings, with one of the wings resting against the lamellar pack of each of the couplings.

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

[0013] The support disc consists of a radially extending part and a separate wing component with two wings.

[0014] The support disc alternatively consists of a radially extending part and two separate wing components, which are attached above and below the lamellar carrier.

[0015] The lamellar packs are in contact with the support disc via at least one washer.

[0016] A triple-plate clutch arrangement has a first, a second and a third friction clutch, which have radially offset plate packs on plate carriers, with a first piston, a second piston and a third piston for actuating the first, second and third friction clutch, wherein a first, a second and a third centrifugal oil compensation piston together with the first, the second and the third piston respectively form centrifugal oil compensation chambers, wherein two of the clutches have a common support disk.

[0017] Radially offset from each other means that if you follow a jet away from the central axis A, you will successively come across the centrifugal oil compensation chambers, which are also arranged at a radial distance from each other.

[0018] This results in a very compact design with minimal axial expansion. Description of the characters Fig. Figure 1 shows an embodiment according to the invention with a common drive plate carrier for the clutches K0 and K1, Fig. Figure 2 shows an embodiment with a common drive plate carrier for clutches K1 and K2, Fig. Figure 3 shows a version with an oil passage in the rotating main hub in the clutch housing, Fig. Figure 4 shows the modular structure, Fig. 5 shows another embodiment, Fig. 6, Fig. 7, Fig. 8 to Fig. Figure 9 shows embodiments of the support disc.

[0019] All embodiments are concentric triple-plate clutches with an axially short design and a cost-optimized structure through the use of sheet metal components.

[0020] Fig. 1 is a triple lamellar coupling 1 with a coupling K2, a coupling K1 and a coupling K0, which are arranged with concentrically arranged lamellar packs from the inside out.

[0021] The lamellar packs of the three couplings K0, K1, K2 have no offset from each other in the axial direction or are only installed with a slight offset from each other.

[0022] The triple-plate clutch 1 has a main hub 2 with oil passages 2a. The oil supply is provided via a rotary union 3 with oil passages 3a, which are sealed by piston rings 3b.

[0023] An input hub 4 engages a first output hub 5 and a second output hub 6. A support disc 7 is attached to the input hub 4 and is connected via a support 8 to a common lamellar carrier 9 for the clutches K0 and K1. This support disc 7 is in Fig. 9 highlighted again.

[0024] The support 8 and the support disc 7 are in this embodiment according to Fig. 9 multi-part structure.

[0025] The common lamellar carrier 9 serves as the inner lamellar carrier of coupling K0 and as the outer lamellar carrier of coupling K1. The inner lamellar carrier 10 of coupling K1 is connected to the first output hub 5. Coupling K2 has an outer lamellar carrier 11 and an inner lamellar carrier 12, the inner lamellar carrier 12 being connected to the second output hub 6.

[0026] The three clutches K0, K1, K2 are actuated by means of a first piston 13, a second piston 14, and a third piston 15. All three pistons 13, 14, 15 are arranged on the same side of the triple-plate clutch 1, opposite the input hub 4. The pistons 14, 15 are radially offset from one another and lie within basket sections 9A, 11A of the plate carriers 9, 11, each of which is connected to the main hub 2. Sections 9A and 11A run parallel to each other over a large radial area until they merge into sections 9B and 11B of the plate carriers, which extend at right angles to them.

[0027] A piston carrier 19 for the first piston 13 also runs parallel to the radially extending sections 9A and 11A of the lamellar carriers.

[0028] Furthermore, the triple-plate clutch 1 also has centrifugal oil compensating pistons, a first centrifugal oil compensating piston 16, a second centrifugal oil compensating piston 17 and a third centrifugal oil compensating piston 18.

[0029] The first piston 13 and the first centrifugal oil compensation piston 16 form a first centrifugal oil compensation chamber 21.

[0030] The second piston 14 and the second centrifugal oil compensation piston 17 form a second centrifugal oil compensation chamber 22.

[0031] The third piston 15 and the third centrifugal oil compensation piston 18 form a third centrifugal oil compensation chamber 23.

[0032] The centrifugal oil compensation chambers 21, 22, 23 are arranged concentrically with a radial distance between them, and all three centrifugal oil compensation chambers 21, 22, 23 are interconnected. The radial offset of the centrifugal oil compensation chambers, which also prevents any radial overlap of the centrifugal oil compensation chambers, enables a compact design in the axial direction.

[0033] The outer centrifugal oil compensation chambers are filled via the third centrifugal oil compensation chamber 23, which fills the second centrifugal oil compensation chamber 22 via an oil passage 24 in the third piston 15 and an oil passage 25 in the outer plate carrier 12 of the clutch K2. The second centrifugal oil compensation chamber 22 fills the first centrifugal oil compensation chamber 21 via a channel 26 between the components of the second piston 14 and an opening 27 in the common plate carrier 9.

[0034] This provides a continuous flow of centrifugal oil from the main hub 2 to the first centrifugal oil equalization chamber 21.

[0035] Figure 2 presents an alternative solution which differs only in that a common lamellar carrier 11 carries the two couplings K1 and K2, while coupling K0 is guided separately with its own inner lamellar carrier 9 and outer lamellar carrier.

[0036] Fig. Figure 3 shows an embodiment which essentially differs in the coupling arrangement and cooling oil flow of the Fig. 1 corresponds to.

[0037] In contrast to the solution of Fig. 1. The radial support disc 7 is not multi-part, but made in one piece, which reduces costs and in Fig. 7 is shown again in detail.

[0038] Furthermore, the rotary union 3 for oil passage has been replaced by the rotating main hub 2 in the clutch housing. Eliminating the rotary union 3 as a separate component reduces costs.

[0039] The triple-plate clutch 1 is designed for the configuration of a P2 hybrid drive and enables the electric machine, which engages on the output side of the clutch K0 but before the clutches of the dual-clutch transmission, to shift without interruption of traction with the dual-clutch transmission.

[0040] Fig. Figure 5 shows another embodiment in which the sheet metal parts used are further optimized.

[0041] The main hub 2 is designed as a turned part and supports, among other things, the lamellar carriers 9 and 11. A gear ring carrier 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 small weld diameters for the components to be welded. The diameter of the welds, and thus of the main hub 2, is predetermined for the calculated load.

[0042] The gear ring carrier plate 20 is definitely welded to the main hub 2, while the lamellar carriers 9, 11 may also be connected by a press fit.

[0043] On the outer radius of the gear ring carrier plate 20, which points away from the main hub, sits a gear ring 30, which belongs to the connection of the electric machine of the drive train.

[0044] The stamped sheet metal parts of the lamellar carriers 9, 11, and the toothed ring carrier plate 20 may be too flexible to withstand the applied contact pressure. Therefore, an increase in stiffness is desirable. This increase in stiffness is achieved by welding 31 between segments such as the toothed ring carrier plate 20 to the lamellar carrier 9 and the lamellar carrier 9 to the lamellar carrier 11. This stiffening by welding 31 takes place in the area extending radially outwards from the main hub 2, where the segments run parallel to each other.

[0045] Depending on the design of the triple-plate clutch 1, the welds are made either both or alternatively only one of the two welds 31.

[0046] A further improvement results from the design of the main hub 2 as a turned part. The main hub 2 is made of unhardened material, which is easy to machine. This main hub terminates in an edge 32, which is shown as a nose in the sectional view, in the direction of the output hubs 5, 6.

[0047] The edge is manufactured as a single piece with the main hub and limits the underlying storage space for the centrifugal oil, serving as the centrifugal oil edge.

[0048] As in the Fig. Figure 4 shows that the triple-plate clutch 1 is designed in such a way that the outermost clutch K0 can also be omitted, thus enabling the implementation of a P1 hybrid drive. In the P1 configuration, the electric motor is located upstream of the transmission on the crankshaft, and therefore largely corresponds functionally to the transmission-side P2 arrangement on the transmission input shaft.

[0049] The installation space remains the same in all embodiments of the invention, as does the overall structure; only the components associated with the coupling K0 are omitted.

[0050] The support disc 7 is designed as a sheet metal part and runs between the clutch output of clutch K1 with the output hub 5 and the clutch input of clutch K0 with connection to the input hub 4. The support disc 7 has a radially extending section 7A, which terminates in a first wing 7B. A second wing 7C extends above the lamellar carrier 9 of clutches K0 and K1.

[0051] The two wings 7B, 7C serve to support the respective coupling packages of the two couplings, which have lamellae on a lamella carrier.

[0052] The support disc 7 is axially supported against the clutch output of clutch K1 and against the clutch input of clutch K0 via axial bearings 33. Radially, the support disc 7 is indirectly supported via the input hub 4, radial bearings 34, and the housing.

[0053] Fig. Figure 6 shows an embodiment with a one-piece support disc 7. The first wing 7B has a U-shaped design, the closed end of which is directed towards the plates of the clutch pack K1. The second wing 7C is L-shaped, with the support disc 7 having its open end directed towards the end plate of the clutch K0. The support disc 7 penetrates the plate carrier 9.

[0054] In order to optimally contact and support the lamellar packs of the two clutches K1, K0, washers 36 of different thicknesses, so-called shims, must be used to compensate for any existing play.

[0055] To improve the situation, optional selective steel lamellae and / or thicker end lamellae are also provided, which can transmit the forces better.

[0056] Fig. Figure 7 also shows a one-piece support disc 7, wherein in this embodiment the second wing 7C has a different orientation than the embodiment according to Fig. 6. The wing 7C is also designed in a U-shape and rests with the closed side of the U against the lamellae of the coupling K0.

[0057] Fig. Figure 8 shows an embodiment in which the support disc 7 is designed in two parts. In this embodiment, the wings 7Bund 7C are mounted as a separate component on the lamellar carrier 9 and connected in a region 35 to the radially extending region 7A of the support disc 7.

[0058] In this embodiment, selective steel lamellae and / or thicker end lamellae are optionally provided, which can transmit the forces better.

[0059] Fig. Figure 9 shows the multi-part design for a support disc 7. The radial section 7A of the support disc 7 is mounted independently of the two individual wings 7B and 7C on the lamella carrier 9. The two wings 7B and 7C are also separate components and are attached to the lamella carrier 9.

[0060] To improve the clearance between the two clutches K1 and K0, separate washers 36 are provided, extending above and below the friction plate carrier 9. This compensates for any play that may be present. Reference sign 1 Triple-plate clutch 2 Main hub 2a, 3a, 24, 25 oil feedthroughs 3 Rotary feedthrough 3b Piston rings 4 Input hub 5, 6 Output hub 7 Support disc 7A radially extending part 7B, 7C Wing 8 Support 9, 10, 11, 12 lamella carriers 9A, 11A Basket section 9B, 11B right-angled areas of the lamella carriers 13, 14, 15 pistons 16, 17, 18 Centrifugal oil compensating pistons 19 piston carriers 20 Gear ring carrier plate 21, 22, 23 centrifugal oil equalization chambers 26 Channel 27 Opening 30 toothed ring 31 welds 32 Nose 33 axial bearings 34 radial bearings 35 area 36 washers K0, K1, K2 friction clutch Axis

Claims

[1] Triple-plate clutch arrangement with three friction clutches (K1, K2, K0) having radially offset plate packs on plate 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 serves as a support when actuating at least one of the clutches (K1, K2, K0), characterized by , that the support disc (7) is attached to the input hub (4), which is connected via a support (8) to a common lamellar carrier (9) for the friction clutches (K0 and K1), and the support disc (7) is a sheet metal part of at least one piece, wherein the support disc (7) consists of a radially extending part (7A) and two wings (7B,7C), wherein one of the wings rests against the lamellar pack of each of the clutches (K1, K2, K0). [2] Triple plate clutch arrangement according to claim 1, characterized by , that the wings (7B, 7C) of the support disk (7) are u-shaped or L-shaped. [3] Triple plate clutch arrangement according to one of the preceding claims, characterized by , that the support disc (7) consists of a radially extending part (7A) and a separate wing component with two wings (7B, 7C). [4] Triple plate clutch arrangement according to one of the preceding claims, characterized by , that the support disc (7) consists of a radially extending part (7A) and two separate wing components (7B, 7C) which are attached above and below the lamellar carrier (9). [5] Triple plate clutch arrangement according to one of the preceding claims, characterized by that the lamellar packs are in contact with the support disc via at least one washer. [6] Triple-plate clutch arrangement according to one of the preceding claims with a first, a second and a third friction clutch (K0, K1, K2) having radially offset plate packs on plate carriers (9, 10, 11, 12), with a first piston (13), a second piston (14) and a third piston (15) for actuating the first, second and third friction clutch (K0, K1, K2), wherein a first, a second and a third centrifugal oil compensation piston (16, 17, 18) together with each of the first, the second and the third piston (13, 14, 15) forms centrifugal oil compensation chambers (21, 22, 23), wherein two of the clutches have a common support disk (7).

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