Power-shift clutch for a reversing gear with return springs, drivetrain of a tractor

Abstract

The invention relates to a power-shift clutch (1) for a reversing gear, in the manner of a dual clutch, with two separate partial clutches (2, 3), wherein the partial clutches (2, 3) are both designed as normally-open partial clutches (2, 3), wherein each partial clutch (2, 3) has a pressure plate (4, 5) which, when a closing movement is transferred from an actuating bearing (6, 7) via an actuation lever (8, 9) and at least one transmission element (10, 11) arranged between the actuation lever (8, 9) and the pressure plate (4, 5), can be brought into frictional engagement with a counter pressure plate (12, 13), wherein at least one return means (14, 15) is provided to force the pressure plate (4, 5) out of the frictional engagement when activation by the actuating bearing (6, 7) ceases, characterised in that the return means (14, 15) is arranged on the transmission element (10, 11) and between the actuation lever (6, 7) and the pressure plate (4, 5). The invention also relates to a drivetrain of a tractor having said power-shift clutch (1).

Description

[0001] Powershift clutch for a reversing gearbox with return springs, drive train of a tractor

[0002] The invention relates to a powershift clutch for a reversing gear, in the manner of a double clutch, with two separate partial clutches K1, K2, wherein the partial clutches are both designed as normally-open / normally open, i.e. normally disengaged partial clutches, wherein each partial clutch has a pressure plate which can be brought into frictional engagement with a counter-pressure plate when a closing movement is transmitted from an actuating bearing such as a CSC / central release lever via an actuating lever and at least one transmission element arranged between the actuating lever and the pressure plate, wherein at least one return means is present in order to force the pressure plate out of the frictional engagement when the activation by the actuating bearing is no longer active.

[0003] A powershift clutch is primarily used in tractors and implements. These frequently switch between forward and reverse driving. A reversing gear is a manual transmission that enables this switching by reversing the direction of rotation. The key aspect is connecting the reversing gear to a drive train with a drive motor shaft. A first input shaft is provided for the forward gear and a second input shaft for a reverse gear, so that switching between forward and reverse driving is possible. This switching process occurs with powershift, i.e., without interruption of the transmitted torque. Reversing gears are primarily required when the drive machine is not required to provide a reversing of the direction of rotation.

[0004] To date, "power shuttle transmissions" with wet clutches have been known for the use of powershift clutches. These are primarily wet multi-plate clutches. The main disadvantages of wet multi-plate clutches are idle and drag torque when open, which result in drag losses and reduced efficiency. Another disadvantage is that the use of a wet configuration requires additional components to ensure operation. This is space-intensive, costly, and complex.

[0005] A dry double clutch for a reversing gear is known from the subsequently published DE 10 2022 114 608 A1, DE 10 2022 114 761 A1, and DE 10 2022 122 049 A1. The double clutches have dedicated actuating levers for each sub-clutch:

[0006] The subject matter of DE 102022 114608 A1 comprises an actuating bearing with which the actuating levers are actuated and a frictional connection is established for each partial clutch. Since only one actuating bearing is present, it is designed for a pushing and pulling actuating device. Accordingly, a two-way actuating system is required to use the actuating device. The disadvantage is that this requires more space and makes the overall assembly more complex.

[0007] The subject matter of DE 102022 114 761 A1 and DE 10 2022 122 049 has an actuating bearing for each partial clutch, i.e., two actuating bearings, to actuate the actuating levers to establish a frictional engagement for each partial clutch. Typically, there are three designs per actuating lever along the circumference. In the present disclosures, the return means used for returning after the frictional engagement are each positioned between an actuating lever and a housing projection. Since a total of six return means are now provided, the assembly effort is correspondingly increased. A further problem is achieving the relevant parameters—rigidity, possible spring travel, and the achievable spring force—for the compression springs used as return means.Since both disclosures also employ a plurality of actuating levers, the use of return springs positioned between the housing projection and the actuating lever is disadvantageous in terms of space requirements, assembly effort, and parts costs. The object of the present invention is to eliminate or at least (partially) mitigate the aforementioned disadvantages. It is to provide an arrangement that is both functionally reliable and cost-effective.

[0008] This is achieved in a generic powershift clutch in that the return means is arranged on the one hand on the transmission element and on the other hand between the actuating lever and the pressure plate. This arrangement of the return means provides a device that is capable of creating a frictional engagement for a partial clutch and independently releasing the frictional engagement as soon as no further force is exerted on the actuating bearing. The devices, one for each partial clutch, function independently of one another, and each partial clutch is accordingly assigned a first and a second element. By arranging the return means on the transmission element and between the actuating lever and the pressure plate, installation space can also be further reduced by arranging the return means on the transmission element.

[0009] As a precaution, it should be noted that the numerals used here ("first", "second", ...) primarily serve (only) to distinguish between several similar objects, quantities, or processes, and therefore do not necessarily specify any interdependence and / or sequence of these objects, quantities, or processes. Should a dependence and / or sequence be required, this is explicitly stated here or will be obvious to the person skilled in the art upon studying the specifically described embodiment.

[0010] The powershift clutch has various states. In an uncoupled state, the actuating bearings are not actuated, meaning that none of the pressure plates are in frictional engagement and no torque is transmitted. In a first coupled state, a first actuating bearing is actuated, and frictional engagement occurs between a first pressure plate and a first counterpressure plate via a first clutch disc. In a second coupled state, frictional engagement occurs between a second pressure plate and a second counterpressure plate via a second clutch disc. In both coupled states, torque is transmitted accordingly.

[0011] Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

[0012] It is therefore advantageous if the return means is designed as a tension / compression return spring. A particularly advantageous feature of this embodiment is that it ensures that once no more force is exerted via the actuating bearing, the return spring relaxes and brings the device back to its original position, an uncoupled state. For the first partial clutch, the return spring is designed as a compression spring. When a first actuating bearing is actuated, the return spring is subjected to compression and the frictional connection between a first pressure plate and a first counter-pressure plate is established via a first clutch disc. If no more force is applied via the first actuating bearing, the compressed return spring can relax and release the frictional connection between the first pressure plate and the first counter-pressure plate. For the second partial clutch, the return means is a compressed return spring.When a second actuating bearing is actuated, the return spring is subjected to compression, and frictional engagement between a second pressure plate and a second counter-pressure plate is established via a second clutch disc. As soon as no more force is applied via the second actuating bearing, the compressed return spring can relax and release the frictional engagement between the second pressure plate and the second counter-pressure plate. Accordingly, the return springs are to be designed as tension or compression springs with regard to their relevant parameters: stiffness, possible spring travel, and the achievable spring force for the respective application. The present disclosure is not limited to the use of compression springs. The use of tension springs is also possible in other embodiments.

[0013] It is further advantageous if the return spring surrounds a rod portion of the transmission element and / or is supported on a stop fixed to the housing. If the return spring is arranged on the transmission element and surrounds a rod portion of this transmission element, the installation space is further reduced. If the return means is supported on the stop fixed to the housing, the return spring is limited or supported on at least one of its sides. This allows the limited installation space to be used more effectively and reduces assembly effort.

[0014] Furthermore, the return spring can be supported on one / first pressure plate, whose first transmission element and first actuation bearing it is assigned to, and / or on the other / second pressure plate, which is assigned to the second transmission element and second actuation bearing. This allows for flexible control of the pressure plates.

[0015] It is advantageous if both sub-clutches are designed as dry clutches. In this combination, dry clutches are more efficient than wet clutches. Wet clutches have idling and drag torques when open, resulting in drag losses. This does not occur with dry double clutches, which is why a dry double clutch is more efficient than a wet clutch. Furthermore, a dry double clutch requires fewer components and is less complex than a wet version. Most importantly, an oil cooling circuit is not required. Fewer components mean less installation space, and assembly and maintenance costs are also lower.

[0016] In a further embodiment, the first and second pressure plates are each arranged on both transmission elements. This allows the return springs, one arranged on each transmission element, to act on both partial clutches. Accordingly, each return spring can release the frictional engagement between the pressure plates and the counter-pressure plates.

[0017] It has proven advantageous to install a total of three return springs distributed around the circumference. If the return springs on the transmission elements can be used for both sub-clutches, a reduction from six return springs to three is possible to save costs. Since three actuating levers, transmission elements, and return means are required per sub-clutch due to misalignment, it is sufficient to reduce the number of return springs from six to three to avoid a double effect and reduce assembly effort and installation space.

[0018] In a further embodiment, once the total number of return springs is reduced to three, it is sufficient if only one pressure plate is arranged on both transmission elements. Since the return spring acts on both pressure plates, it is sufficient if the transmission element, which does not have a return spring, is only connected to its pressure plate according to the arrangement. This allows the length of this transmission element to be shortened, further saving installation space and assembly effort.

[0019] In addition, different / separate spring elements can be assigned to the first pressure plate and / or the second pressure plate, which apply a counterforce to the pressure plate when the first and / or second pressure plate disengages. These different / separate spring elements integrate additional elastic compliance into the arrangement. In addition, the actuations provide an advantageous modulation option for the clutch actuation, resulting in improved control and torque buildup.

[0020] Preferably, the spring element can be supported on the pressure plate on the one hand and on the stop fixed to the housing on the other. If the spring element is supported on the pressure plate, the pressure plate has a recess on the side where there is no friction surface. If the spring element is positioned in this recess, the same amount of installation space can be used despite the use of an additional spring element. Accordingly, it brings about the improvements described above while maintaining the same installation space. The spring element is preferably designed as a disc spring or disc spring. This offers the advantage that even when space is limited, since the installation space in clutches must always be used optimally, a high spring force is still guaranteed by the spring.

[0021] Various advantageous embodiments of the invention are explained in more detail below with reference to a drawing with figures.

[0022] They show:

[0023] Fig. 1 shows a schematic cross section of the double clutch according to the invention in the installed state;

[0024] Fig. 2 is a schematic representation of the first partial clutch of the double clutch according to the invention as shown in Fig. 1;

[0025] Fig. 3 is a schematic representation of the second partial clutch of the double clutch according to the invention as shown in Fig. 1;

[0026] Fig. 4 is a schematic cross-section of a second embodiment of the double clutch according to the invention;

[0027] Fig. 5 is a schematic representation of the double clutch according to the invention according to Fig. 4 during the action of the return means in the transmission elements of the pressure plate for a first partial clutch;

[0028] Fig. 6 is a schematic representation of the double clutch according to the invention according to Fig. 4 during the action of the return means in the transmission elements of the pressure plate for a second partial clutch;

[0029] Fig. 7 shows a schematic cross section of a third embodiment of the double clutch according to the invention; Fig. 8 shows a schematic cross section of a fourth embodiment of the double clutch according to the invention; and

[0030] Fig. 9 is a schematic representation of the double clutch according to the invention according to Fig. 8 for both partial clutches.

[0031] The figures are merely schematic and serve solely to facilitate understanding of the invention. The same elements are provided with the same reference numerals. Features of the individual embodiments can be interchanged and used alternatively / cumulatively.

[0032] A powershift clutch 1 according to the invention for a reversing gear, in the manner of a double clutch, with two separate partial clutches 2, 3 is shown schematically in Figs. 1 to 9.

[0033] Figures 1 to 9 show a total of four different embodiments of the powershift clutch 1 according to the invention. In addition to schematic cross sections, the figures also show schematic representations in a simplified representation form.

[0034] Figures 1, 2, and 3 show a first embodiment, Figures 4, 5, and 6 a second embodiment, Figure 7 a third embodiment, and Figures 8 and 9 a fourth and final embodiment. The structure and mode of operation of the powershift clutch 1 according to the invention are described in accordance with Figures 1, 2, and 3. For the other embodiments, only the differences in the mode of operation and structure are described. The basic structure and mode of operation are similar in all embodiments.

[0035] The partial clutches 2, 3 are both designed as normally-open partial clutches 2, 3. Each partial clutch 2, 3 has a pressure plate 4, 5, which can be brought into frictional engagement with a counter-pressure plate 12, 13 upon transmission of a closing movement from an actuating bearing 6, 7 via an actuating lever 8, 9 and at least one transmission element 10, 11 arranged between the actuating lever 8, 9 and the pressure plate 4, 5. It has at least one return means 14,

[0036] 15 in order to force the pressure plate 4, 5 out of the frictional engagement when the activation by the actuating bearing 6, 7 is no longer active.

[0037] The return means 14, 15 is arranged on the one hand on the transmission element 10, 11 and on the other hand between the actuating lever 8, 9 and the pressure plate 4, 5.

[0038] The powershift clutch 1 is divided into a first partial clutch 2 and a second partial clutch 3. A first transmission input shaft 16 is assigned to the first partial clutch 2, and a second transmission input shaft 17 is assigned to the second partial clutch 3. The structure of the powershift clutch 1 includes an (optional) third transmission input shaft 18. In the present embodiment, the third transmission input shaft 18 is connected to a flywheel 19 in the axial direction and is thus designed to be non-rotatable in the radial direction. The three transmission input shafts 16, 17, 18 are arranged coaxially to one another. The third transmission input shaft 18 is designed as a solid shaft, while the first transmission input shaft 16 and the second transmission input shaft 17 are designed as hollow shafts.The first transmission input shaft 16 is arranged in the axial direction along a partial section of the third transmission input shaft 18, and the second transmission input shaft 17 is arranged along a partial section of the first transmission input shaft 16. In other words, the first transmission input shaft 16 is pushed as a hollow shaft onto the third transmission input shaft 18, which is a solid shaft, and the second transmission input shaft 17, which is also a hollow shaft, is pushed onto the first transmission input shaft 18. The first transmission input shaft 16 and the second transmission input shaft 17 are, for example, transmission input shafts of a reversing gear for switching between forward and reverse movement.

[0039] For each partial clutch 2, 3, a clutch disc 20, 21 is provided, thus a first clutch disc 20 and a second clutch disc 21, which are coaxial to the respective transmission input shafts 16, 17, i.e. the first transmission input shaft

[0040] 16 and the second transmission input shaft 17. The clutch discs 20, 21 are designed to point radially outwards. The respective clutch disc 20, 21 is rotatably connected to the respective transmission input shaft 16, 17. The clutch discs 20, 21 are each arranged at the beginning of the respective transmission input shaft 16, 17, in the axial direction towards the flywheel 19, i.e. the first clutch disc 20 on the first transmission input shaft 16 and the second clutch disc 21 on the second transmission input shaft 17. According to the design, the first clutch disc 20 is oriented in the axial direction towards the flywheel 19 and the second clutch disc 21 is positioned downstream of the first clutch disc 20 in the axial direction.

[0041] A pressure plate 4, 5 is provided for each partial clutch 2, 3, thus a first pressure plate 4 and a second pressure plate 5, which can be brought into frictional engagement with the respective associated counter-pressure plate 12, 13, a first counter-pressure plate 12 and the second counter-pressure plate 13. The first counter-pressure plate 12 is a partial area of ​​the flywheel 19 and the second counter-pressure plate is a partial piece of the housing 22, a housing projection 23. In its radially outer area, the flywheel 19 has, on its surface directed in the axial direction towards the first clutch disc 20, a friction surface 24 which functions as the counter-pressure plate 12. The partial piece of the housing 22 which is designed radially inward as the housing projection 23 has, on its surface, a friction surface 25 directed in the axial direction towards the second clutch disc, which thus functions as the second counter-pressure plate 13.The pressure plates 4, 5 are designed as hollow discs, which are implemented by means of a through-hole 26, 27, so that weight can be saved and the installation space is not unnecessarily limited for the design of the clutch discs 20, 21. The pressure plates 4, 5 have a radial outward extension.

[0042] The pressure plates 4, 5 are limited in their direction of movement in the axial direction by a stop 28 on a side facing away from the respective clutch disc 20, 21, i.e. the side surfaces of the first and second pressure plates 4, 5, which face each other. This prevents frictional engagement between these surfaces, i.e. between the two pressure plates 4, 5. The stop 28 is attached to the housing 22 in the present case. The clutch discs 20, 21 are each positioned in the axial direction between the pressure plate 4, 5 and the counter pressure plate 12, 13. The first clutch disc 20 is arranged between the first counter pressure plate 12 and the first pressure plate 4, and the second clutch disc 21 is arranged between the second counter pressure plate 13 and the second pressure plate 5.

[0043] In an uncoupled state, an air gap is formed between the pressure plate 4, 5 and the clutch disc 20, 21 and between the counter pressure plate 12, 13 and the clutch disc 20, 21, which disappear as soon as a frictional connection is established between the pressure plate 4, 5 and the counter pressure plate 12, 13 via the clutch disc 20, 21. Thus, an air gap is formed between the first counter pressure plate 12, here the flywheel 19, and the first clutch disc 20 as well as between the first clutch disc 20 and the first pressure plate 4, and between the second pressure plate 5 and the second clutch disc 21 as well as between the second clutch disc 21 and the second counter pressure plate 13, here the housing projection 23.

[0044] To bring the pressure plates 4, 5 into frictional engagement with the counterpressure plates 12, 13, actuating bearings 6, 7 are provided. A first actuating bearing 6 and a second actuating bearing 7 are provided. The actuating bearings 6, 7 are arranged coaxially with the transmission input shafts 16, 17 and are positioned on a section of the second transmission input shaft 17 that lies at the end of the second transmission input shaft 17, i.e., the side facing away from the flywheel 19. One actuating bearing 6, 7 is provided for each partial clutch 2, 3.

[0045] The actuating bearings 6, 7 are designed as roller bearings. They have an annular shape. The actuating bearings 6, 7 are arranged one behind the other in the axial direction to actuate different actuating levers 8, 9. The first actuating bearing 6 has a smaller outer diameter than the second actuating bearing 7. This is necessary because both actuating bearings 6, 7 have the same actuating direction, in the axial direction toward the flywheel 19, in order to reach different actuating levers 8, 9. By actuating one of the actuating bearings 6, 7 with an actuating device (not shown here) in an axial direction of movement toward the flywheel 19, a frictional connection is created between one of the pressure plates 4, 5 and the associated counterpressure plate 12, 13 above the respective clutch disc 20, 21.If the first actuating bearing 6 is actuated, this causes a frictional engagement between the first pressure plate 4 and the first counter-pressure plate 12 via the first clutch disc 20, and if the second actuating bearing 7 is actuated, this causes a frictional engagement between the second pressure plate 5 and the second counter-pressure plate 13 via the second clutch disc 21.

[0046] The direction of movement of the pressure plates 4, 5 for the first partial clutch 2 and the second partial clutch 3 is reversed in the axial direction. When the first partial clutch 2 is actuated, the first pressure plate 4 moves toward the flywheel 19 and comes into frictional engagement with the first counterpressure plate 12. When the second partial clutch 3 is actuated, the second pressure plate 5 moves away from the flywheel 19 in a direction opposite to the second counterpressure plate 13.

[0047] To implement these movements, actuating levers 8, 9 and transmission elements 10, 11 with differently arranged pivot bearings 29, 30 are required, and different disengagement directions are possible with the same actuating direction. For each partial clutch 2, 3, one actuating lever 8, 9 and one transmission element 10, 11 are provided, thus a first actuating lever 8 and a second actuating lever 9, as well as a first transmission element 10 and a second transmission element 11.

[0048] The actuating levers 7, 8 are designed radially from the outside to the inside and each have a raised portion 31, 32 radially inward in the axial direction away from the flywheel 19, which facilitates actuation by means of the actuating bearing 6, 7 on the actuating lever 7, 8. Since both actuating bearings 6, 7 move in the direction of the flywheel 19 when actuated in the axial direction, the actuating bearings 6, 7 are designed with different sizes in the radial direction, as described above, to ensure movement in the same direction. Accordingly, the second actuating lever 9 for the second partial clutch 3 has a larger raised portion 32 / a corner-shaped portion for actuation.

[0049] The actuating levers 8, 9 each have two pivot bearings 29, 30, via which they are connected to other components. The actuating levers 8, 9 thus have a first pivot bearing 29 and a second pivot bearing 30. The actuating levers 6, 7 are connected to the housing 22 via the first pivot bearing 29 and are pivotally mounted. The second pivot bearing 30 connects the actuating lever 6, 7 to the transmission element 10, 11. For the first actuating lever 8, the first pivot bearing 29 is arranged radially further outwards than the second pivot bearing 30; for the second actuating lever 9, the first pivot bearing 29 is arranged radially further inwards and the second pivot bearing 30 is arranged radially further outwards; the positions of the pivot bearings 29, 30 are, so to speak, swapped compared to the first actuating lever 8.This results in the transmission element 10, 11, which is provided with a first transmission element 10 for the first partial clutch 2 and a second transmission element 11 for the second partial clutch 3, which ensure the different release directions for the movement of the pressure plates 4, 5.

[0050] The transmission element 10, 11 is elongated in the axial direction, arranged parallel to the rotation axis A, and has various sections. For example, the transmission element 10, 11 can be designed as an eyebolt, which is characterized by a bore at the head / beginning. By means of the bore at the head / beginning, the transmission element 10, 11 is pivotally connected to the actuating lever 8, 9 via the second pivot bearing 30.

[0051] The version of this section described below applies to the first transmission element 10. Due to the design of the partial couplings 2, 3, the sections on the transmission elements 10, 11 are arranged differently in order to ensure the respective functionality.

[0052] The return means 14 is located in a further section, the next following section. The return means 14, 15 ensure that, as soon as no more force is exerted via the actuating bearings 6, 7, the pressure plate 4, 5 moves into a return position and is held there. The return means 14, 15 can be designed, for example, as a tension / compression return spring.

[0053] In the present case, the return means 14 is limited between a shoulder 33 formed on the transmission element 10 and the housing-side stop 28, through which the transmission element 10 is inserted by means of a bore in the stop 28.

[0054] In a further section, for the transmission element 10 in the following section, the pressure plate 4, 5 is connected to the transmission element 10, 11. For this purpose, the pressure plate 4, 5 has radially outwardly arranged bores through which the transmission element 10, 11 is inserted and secured by means of a connection, in this case a screw connection, with a positive and frictional fit. For this purpose, the transmission element 10 in this section has an external thread via which securing can be carried out using, for example, two shaped elements 34, 35, in this case nuts, which are screwed onto the external thread of the transmission element 10, 11 and between which the pressure plate 4, 5 is arranged via its bore. The present connection technology is not limited to a screw connection and can be replaced by any other connection technology that is considered appropriate.

[0055] For the second transmission element 11, the sections in which the return means 15 is arranged on the transmission element 11 are interchanged with the section in which the pressure plate 5 is secured to the transmission element 11 by positive and frictional engagement. The second pressure plate 5 is also secured by two shaped elements 34, 35, and the return means 15 is positioned between the stop 28 and another shaped element 36.

[0056] The schematic cross section shows a first actuating lever 7 and a second actuating lever 8. Preferably, a plurality is formed in the circumferential direction; for example, the arrangement shown in the cross section is repeated twice around the circumference. Accordingly, there are three first actuating levers 6 for the first partial clutch 2 and three second actuating levers 7 for the second partial clutch 3. This also applies to the other first / second components. Fig. 2 and 3 show the structure of the respective partial clutches 2, 3 in schematic form. Fig. 2 shows the first partial clutch 2 in schematic form and Fig. 3 shows the second partial clutch 3 in schematic form. In these representations, the operative connections to one another are shown for better clarity.

[0057] In order to achieve a frictional connection between the first pressure plate 4 and the first counterpressure plate 12, here the flywheel 19, via the first clutch disc 20, the actuating bearing 6 must be actuated via an actuating device (not shown here) using a force directed axially toward the flywheel 19. This force presses the first actuating bearing 6 onto the elevation 31 of the first actuating lever 8 in the axial direction. The first actuating lever 8 is pivotally mounted on the housing 22 via the first pivot bearing 29. The first actuating lever 8 is pivotally connected to the first transmission element 10 via the second pivot bearing 30.

[0058] The first pivot bearing 29 is located radially further outward than the second pivot bearing 30, which is located radially further inward. The first transmission element 10 can be returned via the return means 14. The pressure plate 4 is axially movable in the axial direction toward the flywheel 19 in order to achieve a coupled state. If the first actuating bearing 6 is actuated, the first actuating lever 8 moves the first pressure plate 4 in the axial direction toward the flywheel 19 via the first transmission element 10. A frictional connection is created between the first pressure plate 4 and the first counterpressure plate 12 via the first clutch disc 20, so that a torque can be transmitted via the transmission input shaft 16.If no more force is applied to the actuating lever 8 via the actuating bearing 6, the first return means 14, here the return spring, returns the pressure plate 4 to its return position, which is predetermined in the axial direction by the stop 28. This removes the frictional engagement between the first pressure plate 4 and the first counter-pressure plate 12, and the first partial clutch 2 is once again in an open state. This is shown simultaneously for the second partial clutch 3 in Fig. 3. The difference here is clearly visible: the second actuating lever 9 is mounted radially inward with the housing 22 via the first pivot bearing 29, and a connection to the second transmission element 11 takes place further radially outward via the second pivot bearing 30. This is reversed in the radial direction compared to the first partial clutch 2.The second transmission element 11 can also be transferred into the uncoupled state by means of a return means 15, the second counter pressure plate 13 is designed as a housing projection 23 and the second pressure plate 5 moves in the opposite direction to the direction of movement of the first partial clutch 2, i.e. away from the flywheel 19, in order to achieve a frictional connection via the second clutch disc 21 with the second counter pressure plate 13, the housing projection 23.

[0059] In Figs. 4, 5 and 6, a further embodiment of the powershift clutch 1 according to the invention is shown. The basic structure corresponds to the embodiment according to Figs. 1 to 3. The fundamental difference between the two embodiments is the use of the return means 14, 15. While in the previous embodiment the transmission element 10, 11 and the associated return means 14, 15 were each assigned to a pressure plate 4, 5, the return means 14, 15 is now assigned to both pressure plates 4, 5. The transmission elements 10, 11 now each have a further section on which the previously not arranged pressure plate 4, 5 is arranged. A further difference is that the return means 14, 15 on the side on which they are connected by the stop 28 in Figs. 1 to

[0060] 3 were limited, are now limited by the pressure plate 4, 5, which was not previously arranged on the transmission element 10, 11. Accordingly, on the first transmission element 10, the return means 14 is arranged and limited between the shoulder 33 and the second counter-pressure plate 13, and on the second transmission element 11 between the shaped element 36 and the first pressure plate

[0061] 4 arranged and limited.

[0062] With the help of the return means 14, 15, the pressure plates 4, 5 can be moved towards one another, wherein the pressure plates 4, 5 are still limited by the stop 28. The corresponding schematic representations are shown in Fig. 5 and 6. The effect of the return means 14, 15 in the transmission elements 10, 11 of the first for the first partial clutch 2 is shown in Fig. 5. The effect of the return means 14, 15 in the transmission elements 10, 11 for the second partial clutch 3 is shown in Fig. 6. In comparison to the schematic representations in Fig. 2 and 3, in which each pressure plate 4, 5 has its own device for releasing the frictional engagement, the transmission elements 10, 11 are coupled to the other pressure plate 4, 5 via the return means 14, 15.

[0063] In Fig. 7, a further embodiment of the powershift clutch according to the invention is

[0064] I, which is based on the second embodiment according to Figs. 4 to 6. According to the embodiment shown in Figs. 4 to 6, the return means 14, 15 are responsible for both pressure plates 4, 5, i.e. for both partial clutches 2, 3. Since preferably three of the devices, i.e. three first actuating levers 8 with three associated first transmission elements 10 and three second actuating levers 9 with three associated second transmission elements 11, are arranged distributed around the circumference in order to prevent oblique lift, all embodiments accordingly have three first return means 14 and three second return means 15 for each device, i.e. a total of six. Since the return means 14, 15 in the present embodiment according to Fig. 4 to 6 functions for both partial clutches 2, 3, the total number of return means 14, 15 arranged on the transmission elements 10, 11 can be limited to one of the partial clutches 2, 3.Accordingly, the number of return means 14, 15 is reduced by half, i.e., to three return means 14, while functionality is still ensured. As shown in Fig. 7, the second transmission element.

[0065] II does not have a return means 15, the second transmission element 11 is shortened by the portion where the return means 15 was previously arranged. In a further embodiment, instead of the return means 14, the return means 15 is arranged on the second transmission element, and the return means 14 are replaced.

[0066] 8 and 9 show the fourth embodiment of the powershift clutch 1 according to the invention. Building on the third embodiment of the powershift clutch 1 according to the invention, further spring elements 37, 38, for example transmission springs or modulation springs, are arranged on the transmission elements 10, 11. A first spring element 37 is a disc spring and a second spring element 38 is a helical spring. A recess 39 is formed in the first pressure plate 4, which is formed on the side facing the stop 28. The recess 39 is designed such that it is limited to a radially outer region of the pressure plate 4. The first spring element 37 has an outer edge 40 and an inner edge 41, wherein the inner edge 41 rests against the recess 39 of the first pressure plate 4 and extends radially outward to the outer edge 40, which is operatively connected to the transmission element 10.The second spring element 38 is arranged on the second transmission element 11. The second spring element 38 is arranged between the mold element 36 and the second pressure plate 5.

[0067] List of reference symbols

[0068] Powershift clutch first partial clutch second partial clutch first pressure plate second pressure plate first actuating bearing second actuating bearing first actuating lever second actuating lever first transmission element second transmission element first counter pressure plate second counter pressure plate first return means second return means first transmission input shaft second transmission input shaft third transmission input shaft flywheel first clutch disc second clutch disc housing

[0069] Housing projection friction surface

[0070] Friction surface

[0071] Through hole Through hole Stop first pivot bearing second pivot bearing elevation 32 elevation

[0072] 33 paragraph

[0073] 34 first form element

[0074] 35 second form element

[0075] 36 third form element

[0076] 37 first spring element

[0077] 38 second spring element

[0078] 39 recess

[0079] 40 outer edge

[0080] 41 inner edge

[0081] A axis of rotation

Claims

Claims 1 . Powershift clutch (1) for a reversing gear, in the manner of a double clutch, with two separate partial clutches (2, 3), wherein the partial clutches (2, 3) are both designed as normally-open partial clutches (2, 3), wherein each partial clutch (2, 3) has a pressure plate (4, 5) which, upon transmission of a closing movement from an actuating bearing (6, 7) via an actuating lever (8, 9) and at least one transmission element (10, 11) arranged between the actuating lever (8, 9) and the pressure plate (4, 5), can be brought into frictional engagement with a counter-pressure plate (12, 13), wherein at least one return means (14, 15) is provided in order to force the pressure plate (4, 5) out of the frictional engagement when the activation by the actuating bearing (6, 7) ceases, characterized in that the return means (14, 15) is arranged on the one hand on the transmission element (10, 11) is arranged and on the other hand is arranged between the actuating lever (6, 7) and the pressure plate (4, 5).

2. Powershift clutch according to claim 1, characterized in that the return means (15, 16) is designed as a return spring.

3. Powershift clutch according to claim 2, characterized in that the return spring surrounds a rod region of the transmission element (10, 11) and / or is supported on a stop (28) fixed to the housing.

4. Powershift clutch according to claim 2 or 3, characterized in that the return spring is supported on the one / first pressure plate (4) whose first transmission element (10) and first actuating bearing (6) it is assigned to and / or is supported on the other / second pressure plate (5) which is assigned to the second transmission element (11) and second actuating bearing (7).

5. Powershift clutch according to one of claims 1 to 4, characterized in that both partial clutches (2, 3) are designed as dry clutches.

6. Powershift clutch according to one of claims 2 to 5, characterized in that a total of three return springs distributed over the circumference are installed.

7. Powershift clutch according to one of claims 2 to 6, characterized in that the first pressure plate (4) and / or the second pressure plate (5) are assigned different / separate spring elements (37, 38) from the return springs, which apply a counterforce to the pressure plate (4, 5) when the pressure plate (4, 5) is disengaged.

8. Powershift clutch according to claim 7, characterized in that the spring element (37, 38) is supported on the one hand on the pressure plate (4, 5) and on the other hand on the stop (28) fixed to the housing.

9. Powershift clutch according to claim 7 or 8, characterized in that the spring element (37) is designed as a disc spring or disc spring.

10. Drive train of a tractor, with a powershift clutch (1) according to one of the preceding claims.

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