CN105889347B

CN105889347B - Clutch device and torque transmission device for vehicle

Info

Publication number: CN105889347B
Application number: CN201610076164.1A
Authority: CN
Inventors: J·芬克
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-02-12
Filing date: 2016-02-03
Publication date: 2021-03-26
Anticipated expiration: 2036-02-03
Also published as: DE102015202526A1; CN105889347A

Abstract

The invention relates to a clutch device for a drive train of a vehicle, in particular a multi-clutch device having two radially arranged clutch elements, having a pressure tank which delimits a pressure chamber of the clutch device, for actuating the clutch elements of the clutch device, wherein a particularly linear movability of the pressure tank is defined in such a way that it is limited in relation to an originally possible particularly linear movability. The invention also relates to a torque transmission device, a clutch or a transmission, in particular a dual clutch or a dual clutch transmission, for a drive train of a vehicle, whereby the torque transmission device, the clutch or the transmission has a clutch device according to the invention.

Description

Clutch device and torque transmission device for vehicle

Technical Field

The invention relates to a clutch device for a drive train of a vehicle, in particular a motor vehicle, in particular a multiple clutch device having two radially arranged clutch assemblies. The invention further relates to a torque transmission device, a clutch or a transmission, in particular a dual clutch or a dual clutch transmission, for a drive train of a vehicle, in particular a motor vehicle.

Background

For the driver of a motor vehicle, the internal combustion engine of the motor vehicle outputs useful power only in a specific rotational speed range. In order to be able to use this speed range for different driving states of the motor vehicle, the motor vehicle requires a transmission that can be shifted automatically or manually. Such a transmission may be mechanically coupled to an internal combustion engine via a clutch. Due to the different and simultaneously increased requirements with regard to the actuating force, the power characteristic and the engine torque to be transmitted of the clutches, a plurality of clutches can be used in the drive train of the motor vehicle. Thus, for example, dry or wet-running one-disk clutches or multi-disk clutches are used, wherein the one-disk clutches or multi-disk clutches can be designed as single clutches, double clutches or multi-clutches.

In addition to the main function of connecting and disconnecting the crankshaft of an internal combustion engine or the drive shaft of an electric motor to and from the transmission input shaft of a motor vehicle, clutches have a number of other important tasks. The clutch is intended to achieve a soft and smooth start of the motor vehicle, to ensure a rapid shift of the transmission, to keep the torsional vibrations of the internal combustion engine away from the transmission and thus to reduce rattling noise and wear, for example to serve as overload protection for the (entire) drive train in the event of a shift failure, and to be able to be replaced with little wear and as simple as possible. In this case, the clutch is as cost-effective as possible in terms of its manufacture, its assembly and/or its operation, with a low installation space consumption in the drive train.

Due to the cost pressure and the required increased performance with the constantly decreasing installation space in the drive train of a motor vehicle, developers are concerned with more and more things which, until today, only pose negligible or simple problems to be solved. In the case of clutch arrangements according to the prior art, in particular in multi-clutches with, for example, two clutch assemblies, numerous factors determine the stroke of movement of the pressure tank and thus of the piston of the pressure tank in the associated cylinder. In some system states, the hydraulic pressure in the pressure chamber at the piston of the pressure tank may be higher than the pressure required for the nominal torque to be transmitted by the clutch pack, in particular such system states may lead to a significantly greater movement travel of the piston, which adversely affects the relevant clutch pack at least for a long time.

Disclosure of Invention

The object of the present invention is to provide an improved clutch device for a drive train of a vehicle, in particular an improved multiple clutch device having two clutch arrangements which are preferably arranged radially, and a correspondingly improved torque transmission device, a correspondingly improved clutch or a correspondingly improved transmission. In this case, for example, the disadvantageous consequences on the clutch device due to the temporarily higher hydraulic pressure in the relevant pressure chamber, which is determined by the system, are to be reduced. In addition, the clutch device according to the invention should be cost-effective in terms of its manufacture, its assembly, its maintenance and/or its operation, with a low consumption of installation space in the drive train.

This object is achieved by a clutch device for a drive train of a vehicle, in particular a multiple clutch device having at least two clutch arrangements arranged radially; and by means of a torque transmission device, a clutch or a transmission, in particular a dual clutch or a dual clutch transmission, for a drive train of a vehicle. The torque transmission device according to the invention, the clutch according to the invention or the transmission according to the invention has a clutch device according to the invention. Advantageous developments, additional features and/or advantages of the invention emerge from the following description.

The clutch device according to the invention has a pressure tank which limits a pressure chamber of the clutch device for actuating a clutch assembly of the clutch device, wherein the particularly linear movability of the pressure tank is limited in such a way that it is limited in relation to the otherwise possible particularly linear movability. According to the invention, the limited and in particular linear movability of the pressure tank can be achieved by means of geometric delimitations within the clutch device. Furthermore, the movability of the pressure tank can be achieved by means of a defined mechanical stop relative to the pressure tank and/or by means of a defined mechanical counter stop on the pressure tank.

That is, the mechanical stop for the pressure tank and/or the mechanically corresponding stop on the pressure tank are configured such that they are visible on the relevant component or rotating component, for example they have a specific profile which can be used discernably as a stop or a corresponding stop. It can be recognized or distinguished from the relevant component or rotating component, for example, in such a way that it can be removed from the component or rotating component or can be replaced by another shape which does not or only rarely perform the function of a stop or a counter stop. In this case, the component or the rotary component substantially completely retains its basic function, i.e. it mainly or substantially no longer (well or sufficiently) performs the function of only the stop or of the counter stop.

The clutch device can be designed as any clutch device, for example as a single clutch device or as a radial or axial double clutch device. In this case, the clutch disk pack of the clutch arrangement, for example, can be actuated by means of a pressure tank. In one embodiment of the invention, the clutch device can have a mechanical stop for the pressure tank in such a way that the linear movement path of the pressure tank is limited relative to an originally possible, larger linear path. Furthermore, the clutch device can have a mechanically corresponding stop on the pressure tank, in each case with a mechanical stop, so that the linear movement path of the pressure tank is limited in relation to an originally possible, larger linear movement path.

In other words, the mechanical stop for the pressure tank is arranged separately from the pressure tank (drucktopffremd) and/or the mechanical counter stop on the pressure tank is arranged fixed to the pressure tank (drucktopfimmance). According to the invention, the maximum movement path of the pressure tank, which is determined, for example, on the basis of conventional predetermined conditions, and which is produced in the prior art, for example, by machining sealing surfaces for fluid sealing in the cylinder, is mechanically limited in such a way that it can no longer be completely removed by the sealing tank. According to the invention, this can be provided only for a single direction of movement of the pressure tank or for two directions of movement of the pressure tank, wherein in the latter case two mechanical stops and/or two mechanically corresponding stops are provided.

In the case of the absence of the mechanical stop according to the invention, the pressure tank can be moved further than in the case of the presence of the stop, i.e. the pressure tank can, for example, travel a greater movement path in the one direction of movement or its maximum movement path in both directions of movement. An unintentional and/or system-dependent, excessively high or maximum actuation of the clutch device or of the two clutch components leads to an increased movement path, which can lead to damage to the sealing system of the clutch device. Furthermore, damage can occur in the clutch or in the torque transmission device via an excessively high or maximum actuation of the clutch device or of both clutch components.

The mechanical stop and the associated mechanical counter-stop can be designed primarily or substantially form-locked and/or primarily or substantially complementarily. Furthermore, both the surface of the mechanical stop and the surface of the associated mechanically corresponding stop may be configured predominantly or substantially flat, predominantly or substantially convex, or predominantly or substantially convex and concave. The mechanical stop and/or the mechanical counter stop can be formed integrally, in one piece, in material or integrally with the relevant component or rotating component. Preferably, the mechanical stop and/or the mechanically corresponding stop are designed as mechanical axial stops.

The mechanical stop may be configured or arranged: in the sealing means of the pressure chamber of the pressure tank or of the piston thereof concerned, in the support means of the energy accumulator for the pressure tank or of the piston thereof concerned, in the clutch plate carrier of the clutch device, and/or in particular in the hub for the shaft or the pump or in particular in the rotor for the pump. The mechanical corresponding stop can be arranged or configured: on the pressure tank, on the piston of the pressure tank, or on a part fixedly connected to the pressure tank. Several or more mechanical stops and/or corresponding mechanical stops may be combined to form a mechanical stop.

In an embodiment of the invention, the mechanical stop and/or the mechanically corresponding stop may occupy a substantially constant radius in the radial direction of the clutch device. Furthermore, the mechanical stop and/or the mechanically corresponding stop can partially or substantially completely surround the relevant component or the rotating component in the circumferential direction of the clutch device. According to the invention, the mechanical stop and/or the mechanically corresponding stop can be configured or arranged such that: protrusions, nubs, ribs, baffles, noses, bumps, flanges of the relevant or rotating member; a preferably machined surface of the relevant component or rotating component; additional parts on/in the relevant member or rotating member, in particular a pin or a sleeve; configured centrifugal oil cover for related or rotating components

The invention is explained in detail below with reference to the attached drawings, which are not to the correct scale, according to an embodiment of a variant of the clutch device. In the description of the figures, the list of reference numerals and the claims, elements, components or parts having the same, a single or similar construction and/or function are provided with the same reference numerals and are identified by the same reference numerals in the figures. Possible alternatives to the illustrated variants or embodiments and/or to the illustrated embodiments or individual components, parts or sections thereof, which are not illustrated in the description, which are not illustrated in the drawings and/or which are not decisive, static and/or dynamic inversions and/or combinations and so on, can be derived from the list of reference signs.

Drawings

All features explained, including the features of the reference number list, can be used not only in the specified combination or combinations but also in other combinations or alone. In particular, it is possible to replace one or more features in the description and/or drawing of the invention with reference numerals and features assigned thereto in the description, drawing and/or list of reference numerals of the invention. Furthermore, one or more features from the claims may be devised, described in detail, and/or substituted therefor. The only figure of the drawings (fig. 1) shows an embodiment of a variant of the clutch device according to the invention in a fully sectioned, axial half-section.

Detailed Description

The invention, a locking device for the

pistons

122, 222 of the

pressure tanks

120, 220, in particular of the

pressure tanks

120, 220 of the wet-running dual clutch 1, is explained in detail below on the basis of an exemplary embodiment of a variant of the clutch device 10 for a torque transmission device 1 of a vehicle, in particular for a drive train of a motor vehicle. The invention is not, however, limited to this variant, to the embodiment shown and/or to the embodiments explained below, but has the fundamental nature that it can be used on all clutch devices 10 within the meaning of the invention. Although the invention has been described and illustrated in detail with particular reference to preferred embodiments thereof, the invention is not limited to these disclosed examples. Other variants can thus be obtained without departing from the scope of protection of the present invention.

The following explanation of the invention with reference to fig. 1 relates to the axial direction Ax, the axis of rotation Ax, the radial direction Ra and the circumferential direction Um of the torque transmission device 1 according to the invention or of the clutch device 10 according to the invention. For example, the positional information also relates to the crankshaft of the internal combustion engine, the drive train of the motor vehicle, the

clutch arrangement

100, 200, the

hub

115, 145, 245, the rotor 115, the

transmission input shaft

150, 250 of the transmission 1, etc. The invention is preferably used on a radial, in particular wet-running, dual clutch 1 or dual clutch transmission 1, which optionally has dampers and/or dampers (both not shown). However, the invention can also be used on other clutches 1, such as, for example, multi-clutch, single clutch or partial clutch, if appropriate with axially arranged

clutch arrangements

100, 200, or on other clutch transmissions 1.

Factors such as air gaps, wear, geometric tolerances and/or component deformations during operation of the clutch 1 decisively determine the stroke of the

pressure pot

120, 220 or the

piston

122, 222 of the

pressure pot

120, 220 within the clutch device 10 of the clutch 1. Furthermore, depending on the application, for example, system states occur in which the hydraulic pressure may be higher than the pressure required to transmit the setpoint torque of the clutch 1. This results in geometrically longer sealing or cylinder surfaces for the associated

piston

122, 222 of the

pressure pot

120, 220, in order to be able to produce the required greater movement path and in a locally significantly higher material load which could damage the components or rotating components of the clutch 1.

In this case, the sealing or cylinder surfaces must be produced precisely in the length of the

corresponding piston

122, 222, which is similar to the

pressure pot

120, 220. The relatively large movement path means a relatively large axial installation space requirement of the clutch device 10 and a corresponding risk in extreme cases. This relates, for example, to seals or

pistons

122, 222 that may interfere with adjacent or rotating components. Furthermore, cylindrical sealing regions can be dispensed with by the seals, which can also have the consequence of damage within the clutch device 10. In the prior art, the stroke of movement of the

pressure reservoir

120, 220 or of the piston of the

pressure reservoir

120, 220 is not intentionally limited hydraulically or geometrically, but rather corresponds to the geometry of the clutch device 10 and to the operating and wear states of the clutch 1 occurring.

The present invention provides a solution for limiting the movement travel of one or

more pistons

122, 222 or

pressure tanks

120, 220 in the clutch device 10. According to the invention, different possibilities for implementing the pressure tank stop or the piston stop are proposed, wherein the associated locking device is preferably constructed entirely from existing components or rotary components. According to the invention, the

mechanical stops

116, 134, 136 or the

mechanical counter-stops

226, 124, 126 serve as locking means in order to protect the clutch 1 or the clutch device 10 from damage, without a larger movement path and/or more stable components or rotating components having to be provided in this case. In the figures, the double clutch 1, which is currently embodied as a radial clutch, is shown and the exemplary clutch 1 is shown with

mechanical stops

116, 134, 136 and

mechanical counter-stops

226, 124, 126.

The figures only show the inner clutch packs 100 of the clutch device 10 of the dual clutch 1 or the inner clutch plate packs 104 of the partial clutches 100 in sections. The position of the second clutch pack (200) with the second clutch plate set (204) is merely indicated by an arrow and is not explained in detail below. Implementations of the inner clutch assembly 100 along with the parameters in the list of reference numerals may be used similarly to the second clutch assembly (200). Torque can be introduced into the clutch device 10 via the drive hub 12 and the driver disk 14, which are preferably connected in a rotationally fixed manner to the crankshaft, wherein the driver disk 14 is preferably connected in a rotationally fixed manner to an outer clutch plate carrier (not shown) of the outer clutch assembly 200.

If the inner clutch arrangement 100 (clutch disk pack 104) is actuated, the torque present in the clutch device 10 can be introduced into the transmission input shaft (150) by means of the inner clutch disk carrier 140 and the driven hub 145 connected thereto in a rotationally fixed manner (indicated only by the arrow). The inner clutch disk set 104 can be actuated by means of a pressure reservoir 120 which is arranged movably on the hub 115, in particular on the rotor 115 of the pump, for which purpose the pressure reservoir 120 comprises a piston 122 which, together with the hub 115 and/or the outer clutch disk carrier 110 arranged in a rotationally fixed manner on the hub, forms a fluid-loadable pressure chamber 102 for actuating the inner clutch assembly 100 or the pressure reservoir 120 thereof. The clutch device 10 has a support mechanism 130, which is situated axially opposite the pressure chamber 102 and by means of which an energy store 133, in particular a spring element 133, can be mounted, by means of which the pressure tank 120 or its piston 122 can be linearly reset.

Furthermore, a pressure chamber 202 for actuating an outer clutch pack (200) (clutch plate pack (204)) which is preferably also partially defined by the hub 115 or the rotor 115 can be seen in the drawing. In addition, the pressure chamber 202 is delimited in a fluid-tight manner by a sealing means 230 fastened to the hub 115 or rotor 115 and by a piston 222 of the pressure tank 220, wherein the piston 222 is arranged so as to be linearly movable on the hub 115 or rotor 115. Axially opposite the sealing means 230, an energy accumulator 233, in particular a spring element 233, is arranged between the hub 115/rotor 115 or the outer clutch plate carrier 110 and the piston 222, by means of which the pressure tank 120 or its piston 122 can be linearly returned. The pressure chamber 202, like the pressure chamber 102, can be filled with a fluid via a fluid line in the hub 115/rotor 115, by means of which the

piston

102, 222 or the

pressure tank

120, 220 can be moved.

According to the invention, mechanical

axial stops

116, 134, 136 and/or mechanical

axial counter-stops

226, 124, 126 are provided at suitable locations in the clutch device 10 in order to limit the movement travel of the

respective piston

122, 222 or of the

respective pressure tank

120, 220. In this case, the

respective stop

116, 134, 136 and/or the

respective counter-stop

226, 124, 126 are preferably configured to be cost-neutral and/or installation-space-neutral.

Such stops

116, 134, 136 and/or corresponding

stops

226, 124, 126 can be integrated in the clutch device 10 in a number of different ways. The figures show exemplarily three

stops

116, 134, 136, to which three

corresponding stops

226, 124, 126 are assigned, wherein naturally various other embodiments of the stops and/or the corresponding stops can be realized; that is, the illustrated embodiments of

stops

116, 134, 136 and

corresponding stops

226, 124, 126 are merely exemplary.

The figures show, for example, a stop 116, which is formed on the hub 115 or on a flange of the rotor 115. If pressure tank 220 exceeds a certain movement path, pressure tank 220 comes to a stop 116 and protects surrounding components, such as outer clutch disk carrier 110, energy store 233, which is designed as a spring pack 233, pressure tank 220 itself, etc., against overloading, for example. In this case, the stop 116 is preferably configured as an axial projection 116, which extends toward the pressure tank 220. Naturally, the stop 116 also has an extension in the radial direction Ra and in the circumferential direction Um. Naturally, the stop 116 can also be used on the other pressure tank 110 or on any other pressure tank.

The stop 116 can have a substantially point-symmetrical and/or mirror-symmetrical shape (e.g., substantially circular, oval, square, rectangular, etc.) in plan view (nubs, noses, ridges, flanges) and/or, if appropriate, extend in the circumferential direction Um ribbed on the flange (webs, ribs, ridges, flanges). Furthermore, the stop 116 can substantially surround the flange in the circumferential direction Um, i.e. for example, a single or multiple interruption. Naturally, the stop 116 can also be formed on the outer clutch plate carrier 110 like a flange. Here, the stop 116 is preferably formed from the material of the flange or of the outer clutch plate carrier 110, i.e. is integrally connected or formed therewith. Furthermore, the stop 116 can naturally also be connected to the flange or the outer clutch plate carrier 110 in one piece or integrally in terms of material.

The counter stop 226 corresponding to the stop 116 is here a surface 226 on the pressure tank 220 which is machined or possibly also not machined, naturally a counter stop can also be used on the flange or on the outer clutch plate carrier 110 if the stop 116 is provided, for example, on the pressure tank 220. Two further embodiments of the

stops

134, 136 and the corresponding stops 124, 126, respectively, are shown for actuating the first clutch assembly 100. In this case, two mechanically

distinguishable stops

134, 136 and

corresponding stops

124, 126 for the individual pressure tank 120 are provided for locking the movement path of the pressure tank 120. In this case, the counter stops 124, 126 are preferably arranged on the pressure tank 120 directly opposite the support means 130, similarly to the counter stops 226.

The stop 136 is formed here as a special formation or projection of the centrifugal oil cover 135, which can thus be used as a stop 136 for the pressure tank 120. Furthermore, for example, a plurality of sleeves 134 and/or bolts 134 can be used as stops 134, which are distributed over the circumference Um in the energy accumulator 133, for example, in the form of a spring package 133, and are thus realized completely without affecting the installation space. That is, the pressure chamber 102 may no longer occupy a substantially maximum volume due to the stops 134, 136 (the above naturally applies as well). Other possibilities consist in the design of (corresponding) stops, for example spacer washers, if appropriate with a special design of the (spring/rubber) damper, welded/soldered mechanisms, the design of the axial ends, radial regions and/or circumferential sections of the relevant or rotating component, etc.

The illustrated embodiment only limits the travel of the associated

pressure tank

120, 220 in the direction of fluid actuation upon (fluid) actuation, i.e. engagement of the respective clutch plate pack 104, (204). Naturally, it is possible that the invention can also be used on a movement path in the opposite direction, i.e. on a return movement path when the respective clutch plate pack 104, (204) is disengaged. In other words, the clutch device 10 has, similarly to the above, for this movement path, the return movement path, a stop for the

pressure reservoir

120, 220 and/or a corresponding stop (not shown in the figures) on the

pressure reservoir

120, 202. Then, here, the associated

pressure chamber

102, 202 no longer occupies a substantially minimum volume. The return movement path can also be referred to as a movement path.

In principle, it is possible to replace the

stops

116, 134, 136, … … by corresponding

stops

226, 124, 126, … … and the corresponding stops 226, 124, 126, … … by

stops

116, 134, 136, … …, naturally under the assumption that the relevant components or rotating components are also produced appropriately and can also fulfill their task accordingly. Furthermore, in principle, it is possible to use not only a single type (on the left in the drawing) of

stop

116, 134, 136, … … and/or

corresponding stop

226, 124, 126, … … but also a plurality (on the right in the drawing) of

stops

116, 134, 136, … … and/or corresponding

stops

226, 124, 126, … … for each

pressure tank

120, 220, … … and furthermore, preferably, a plurality of

stops

116, 134, 136, … … of the relevant type and/or corresponding

stops

226, 124, 126, … … for each

pressure tank

120, 220.

List of reference numerals

Torque transmission device for a drive train of a Vehicle, in particular of a motor Vehicle (passenger car, transport Vehicle, ATV (All Terrain Vehicle), two-wheeled Vehicle, three-wheeled Vehicle, four-wheeled Vehicle, commercial Vehicle, (heavy) truck, construction Vehicle, construction machine, special Vehicle, etc., with an internal combustion engine, for example a gasoline engine or a diesel engine) -for example: (hydraulic) (torque converter) converter; (continuously variable/automatic/shift) transmissions; (multi/dual/single) clutch transmissions; axial/radial, wet/dry running (multi/double/single/sub, friction/single disc/double disc/multiple disc) clutches; a variator/start/powershift clutch; if appropriate with dampers (devices), e.g. torsional vibration dampers (devices), and/or with dampers (devices), e.g. (parallel/trapezoidal) centrifugal force pendulums (devices), or assemblies and/or combinations thereof

5 Engine side

10 clutch device, multi/double/single clutch device for axial/radial, wet/dry operation, friction/single disc/double disc/multi disc clutch device, e.g. radial double clutch device, (rotating) assembly

12 drive hub, preferably connected to the crankshaft in a torque-proof manner, a (rotating) component/assembly

14 preferably a driving plate in torsionally fixed connection with the outer clutch plate carrier of the outer clutch assembly 200, a (rotating) member/assembly

100 (inner, first) clutch assembly/device, e.g. sub-clutch (rotating) assembly of multiple clutch device 10

102 serve to actuate the pressure chamber of the inner clutch assembly 100 or of the pressure tank 120 thereof

104 (in the case of the multi-plate clutch device 10) clutch pack 100 (inner, first) clutch plate set

110 (inner/outer, first) clutch input, clutch plate carrier, in particular outer clutch plate carrier (but may also be inner clutch plate carrier), (rotary) member/assembly

115 (main) hub, in particular rotor, shaft, solid/hollow shaft, (rotating) component/assembly of a pump

116 mechanical (axial) stop, in particular integrally on the clutch input 110 or on the hub

115 of a projection

120 pressure tank, (rotating) member/assembly of clutch assembly 100

121 (dynamic, translational) seal

122 piston of the pressure tank 120

123 (dynamic, translational) seal

124 are mechanically (axially) assigned stops, in particular surfaces on the pressure tank 120

126 mechanical (axial) counter stop, in particular a surface on the pressure tank 120

130 support means, support plate, alternatively or additionally configured as sealing means, (rotating) component/part

132 (dynamic, translational) seal

133 an accumulator; spring elements, return springs, compression springs, coil springs/disk springs, etc., if appropriate for the spring packs; (rotating) Member/Assembly

134 mechanical (axial) stop, in particular pin, sleeve

135 centrifugal oil cover

136 mechanical (axial) stop, in particular a stop integrally formed on the sealing device on the centrifugal oil jacket

140 (inner, first) clutch output, clutch plate carrier, in particular inner clutch plate carrier (but also outer clutch plate carrier), a (rotating) component/assembly

145 (first) (driven) hub, shaft, solid/hollow shaft, (rotating) member/assembly

150 (first) transmission input shaft, preferably substantially external hollow shaft, (rotating) member/assembly

200 (outer, second) clutch assembly/device, e.g. sub-clutch (rotating) assembly of multi-clutch device 10

202 for actuating the pressure chamber of the outer clutch assembly 200 or of the pressure tank 120 thereof

204 (in the case of the multi-plate clutch device 10) clutch pack 200, (outer, second) clutch plate set

220 pressure tank, (rotating) member/assembly of clutch assembly 200

221 (dynamic, translational) seal

222 pressure tank 220 piston

223 (dynamic, translational) seal

226 correspond to stops mechanically (axially), in particular surfaces on the pressure tank 220

230 sealing mechanism for a sealing plate of the pressure chamber 202, alternatively or additionally configured as a support mechanism

233 an accumulator; spring element, return spring, compression spring, coil spring, disk spring, etc. (rotary) component/assembly for a spring stack if necessary

240 (outer, second) clutch output, clutch plate carrier, in particular inner clutch plate carrier (but also outer clutch plate carrier), (rotary) member/assembly

245 (second) (driven) hub, shaft, solid/hollow shaft, (rotating) member/assembly

250 (second) transmission input shaft, preferably substantially internal solid spindle, (rotating) member/assembly

Ax crankshaft, drive train, torque transfer device 1, clutch device 10,

clutch assembly

100, 200,

hub

115, 145, 245,

transmission input shaft

150, 250, transmission 1, etc. axial direction, longitudinal direction, axis of rotation, axial direction

Ra crankshaft, drive train, torque transfer device 1,

clutch device

100, 200, clutch assembly 10,

hub

115, 145, 245,

transmission input shaft

150, 250, transmission 1, etc. radial direction, radial

Um crankshaft, drive train, torque transmission device 1,

clutch device

100, 200, clutch assembly 10,

hub

115, 145, 245,

transmission input shaft

150, 250, transmission 1, etc., in the circumferential direction, a (relative) rotational movement or a rotational movement occurs in the circumferential direction, tangential to the circumference

Claims

1. Clutch device for a drive train of a vehicle, the clutch device having:

a pressure tank (120, 220) bounding a pressure chamber (102, 202) of the clutch device (10), a clutch assembly (100, 200) for actuating the clutch device (10), characterized in that,

the movability of the pressure tank (120, 220) is defined in such a way that its movability when the liquid pressure rises is limited in relation to an originally possible movability.

2. The clutch device according to claim 1, characterized in that the limited and movable movement of the pressure tank (120, 220) is achieved by means of geometric delimitations within the clutch device (10).

3. The clutch device according to claim 1,

the movability of the pressure tank (120, 220) is achieved by means of a mechanical stop (116, 134, 136) which is defined relative to the pressure tank (120, 220) and/or by means of a mechanically corresponding stop (226, 124, 126) which is defined on the pressure tank (120, 220).

4. Clutch device according to claim 3, characterised in that the clutch device (10) has a mechanical stop (116, 134, 136) for the pressure tank (120, 220) such that the linear movement path of the pressure tank (120, 220) is limited in relation to an originally possible, larger linear movement path and/or,

the clutch device (10) and the mechanical stop (116, 134, 136) each have a mechanically corresponding stop (226, 124, 126) on the pressure tank (120, 220), so that the linear movement path of the pressure tank (120, 220) is limited relative to an originally possible, larger linear movement path.

5. The clutch device according to claim 3, characterized in that the mechanical stop (116, 134, 136) and the associated mechanical counter-stop (226, 124, 126) are configured substantially form-locking and/or substantially complementarily.

6. A clutch arrangement according to claim 3, characterised in that the surfaces of the mechanical stops (116, 134, 136) and of the associated mechanically corresponding stops (226, 124, 126) are both configured substantially flat, both substantially convex, or both substantially convex and concave.

7. A clutch device according to any one of claims 3 to 6, characterised in that said mechanical stop (116, 134, 136) is provided:

on the sealing means (230) of the pressure chamber (202) of the pressure tank (220) concerned;

on a support means (130) for an accumulator (133) of the associated pressure tank (120);

on a clutch plate carrier (110, 140) of the clutch device (10); and/or

On a hub for a shaft (150, 250) or for a pump, or on a rotor for a pump.

8. The clutch device according to one of the claims 3 to 6, characterized in that the mechanical counter-stop (226, 124, 126) is arranged on the pressure tank (120, 220), on a piston (122, 222) of the pressure tank (120, 220) or on a part fixedly connected with the pressure tank (120, 220).

9. Clutch device according to any of claims 3 to 6, characterised in that the mechanical stop (116, 134, 136) and/or the mechanical counterpart stop (226, 124, 126) occupy a substantially constant radius in the radial direction (Ra) of the clutch device (10) and/or,

the mechanical stop (116, 134, 136) and/or the mechanically corresponding stop (226, 124, 126) are arranged partially or substantially completely around the clutch device (10) in the circumferential direction (Um).

10. A clutch device according to any of the claims 3 to 6, characterised in that the mechanical stops (116, 134, 136) and/or the mechanical counterpart stops (226, 124, 126) are arranged as: a protrusion, a spacer, or a rib.

11. A clutch device according to any of the claims 3 to 6, characterised in that the mechanical stops (116, 134, 136) and/or the mechanical counterpart stops (226, 124, 126) are arranged as: a machined surface.

12. The clutch device according to one of the claims 3 to 6, characterized in that the mechanical stop (116, 134, 136) and/or the mechanical counterpart stop (226, 124, 126) are provided as an additional part.

13. The clutch device according to one of the claims 3 to 6, characterized in that the mechanical stop (116, 134, 136) and/or the mechanically corresponding stop (226, 124, 126) are provided as a configured centrifugal oil cover (135).

14. A clutch device according to claim 12, characterised in that the additional part is a pin or a sleeve.

15. The clutch device according to claim 1 or 2,

the clutch device (10) is designed as a single clutch device or as a radial or axial double clutch device;

the clutch plate pack (104, 204) of the clutch assembly (100, 200) can be actuated by means of the pressure tank (120, 220).

16. The clutch device according to any one of claims 3 to 6,

the mechanical stop (116, 134, 136) is configured integrally with the component on which it is located;

the mechanically corresponding stop (226, 124, 126) is configured in one piece with the component on which it is located;

having a plurality of mechanical stops;

having a plurality of mechanically corresponding stops;

the mechanical stop (116, 134, 136) is designed as a mechanical axial stop; and/or

The mechanical counter-stop (226, 124, 126) is designed as a mechanical axial counter-stop.

17. The clutch device according to claim 12, characterized in that the additional portion (134) is arranged inside an accumulator of the pressure tank.

18. A clutch device according to claim 17 characterised in that the accumulator is a compression spring and/or a helical spring.

19. The clutch device according to claim 1, characterized in that it has two clutch assemblies (100, 200) arranged radially.

20. Clutch device according to claim 1, characterised in that the clutch device (10) is wet-running.

21. A clutch device according to claim 1, characterised in that the pressure tank (120, 220) has a linear movability.

22. A clutch device according to claim 14, characterised in that the additional portion (134) is arranged inside the accumulator of the pressure tank.

23. Torque transmission device for a drive train of a vehicle,

the torque transfer device has a clutch device according to any one of the preceding claims 1 to 22.

24. Clutch for a drive train of a vehicle, characterized in that,

the clutch has a clutch device according to any one of the preceding claims 1 to 22.

25. Transmission for a drive train of a vehicle, characterized in that,

the transmission has a clutch device according to any one of the preceding claims 1 to 22.