CN106050972B

CN106050972B - Pressure tank, clutch device, method for actuating a clutch device, and torque transmission device

Info

Publication number: CN106050972B
Application number: CN201610216916.XA
Authority: CN
Inventors: T·奥萨德尼克
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-04-10
Filing date: 2016-04-08
Publication date: 2020-10-09
Anticipated expiration: 2036-04-08
Also published as: CN106050972A; DE102015206420A1

Abstract

The invention relates to a pressure tank for a clutch device of a vehicle drive train, in particular for a multi-clutch having two clutch devices, preferably arranged in a radial direction, wherein the pressure tank has a pressure piston device for displacing the pressure tank and thus for actuating the clutch devices, wherein the pressure piston device has two piston faces, preferably offset from one another, such that the piston faces can be acted upon independently of one another for actuating a fluid. The invention further relates to a clutch device or multiple clutch device for a drive train of a vehicle, in particular of a motor vehicle having an internal combustion engine, having a hub and an axially displaceable pressure tank which is mounted radially on the hub, wherein the pressure tank has a pressure piston device for displacing the pressure tank and for actuating the clutch device, wherein the pressure piston device has two pressure pistons which are preferably offset with respect to one another in such a way that they can be acted upon independently of one another with an actuating fluid.

Description

Pressure tank, clutch device, method for actuating a clutch device, and torque transmission device

Technical Field

The invention relates to a pressure tank for a clutch device for a drive train of a vehicle, in particular of a motor vehicle, in particular for a multi-clutch having two clutch devices, preferably arranged in a radial direction. The invention also relates to a clutch device or multiple clutch device for a drive train of a vehicle. The invention further relates to a method for actuating a clutch device of a clutch, in particular a multiple clutch, and to a torque transmission device, a transmission or a clutch, in particular a dual clutch transmission or a dual clutch.

Background

The internal combustion engine of the motor vehicle only supplies the available power to the driver of the motor vehicle in a specific speed range. In order to be able to use this rotational speed range for different vehicle driving states, the vehicle requires a transmission which can be switched automatically or manually. Such a transmission can be mechanically coupled to the internal combustion engine via a clutch. Various clutches are used in the drive train of a motor vehicle on the basis of the actuating force, the power characteristic of the clutch and the different and also increased requirements on the torque to be transmitted. For example, dry or wet-running single-disk clutches or friction-plate clutches are used, wherein they may be designed as single clutches, double clutches or multiple clutches.

In addition to the main function of connecting and disconnecting the crankshaft of an internal combustion engine or the output shaft of an electric motor to and from the input shaft of a motor vehicle transmission, clutches have some other important tasks. The clutch should enable a gentle and smooth start of the motor vehicle, ensure a fast shift of the transmission, keep the transmission out of the rotational vibrations of the internal combustion engine and thus reduce noise and wear, serve as an overload protection for the (entire) drive train (for example in the event of a shift error), and be low-wearing and easily replaceable. The clutch should be cost-effective in terms of its manufacture, assembly and operation while taking up a small installation space in the drive train.

In the present case, the individual clutch devices or partial clutches of a multi-clutch or dual clutch, which can be actuated hydraulically by means of a pressure tank or hydraulically by means of a pressure tank, each have a pressure chamber. The actuating force of each pressure tank of the clutch device or the sub-clutch is the product of the fluid pressure of the actuating fluid in each pressure chamber and the piston area of the pressure tank. In the case of a continuously decreasing installation space in the drive train of a motor vehicle, researchers are increasingly focusing on the issue of causing only minor or easily eliminated problems at present, due to the cost pressure and the required increased power characteristics.

Based on the increased engine torque of the motor vehicle, a greater actuating force is required for at least one of the clutches of the multi-clutch or dual clutch, which leads to an increased actuating pressure of at least one pressure tank of the associated clutch device. This problem can be circumvented by enlarging the piston area of the associated pressure tank, but this has the following disadvantages: a relatively large volume flow of the actuating fluid has to be supplied to the pressure chamber delimited by the movable associated pressure tank. When increasing the fluid pressure in the pressure chamber, the associated pressure tank is preferably moved axially in a manner against the spring. This results in a sluggish response characteristic when the associated clutch device is actuated.

Disclosure of Invention

The aim of the invention is to improve the response characteristics in the case of a clutch with increased actuating force. It would be particularly desirable to provide an improved pressure tank for this purpose. In addition, a correspondingly improved clutch device or multiple clutch device, a correspondingly improved torque transmission device, a correspondingly improved transmission and a correspondingly improved clutch are to be provided. In addition, an improved method for actuating a clutch device of a clutch, in particular a multiple clutch device, is to be provided. The clutch device according to the invention should be cost-effective in its manufacture, its assembly, its maintenance and/or its operation while taking up a small installation space in the drive train.

The object of the present invention is achieved by a pressure tank for a clutch device for a vehicle drive train; clutch means for a vehicle drive train; a method for operating a clutch device of a clutch of a vehicle drive train; and a torque transfer device, transmission or clutch.

A clutch device or clutch is generally understood hereinafter as a mechanical element as a mechanical unit for mechanically releasable connection of at least two preferably coaxial shafts (in particular a driven shaft and a drive shaft of a motor vehicle or a commercial vehicle) or for mechanically releasable connection of at least two preferably coaxial mechanical elements. The clutch device according to the invention for a clutch or a clutch transmission can be used in all vehicle drive trains, for example in the drive trains of motor vehicles or commercial vehicles (in particular passenger cars and trucks), or in all torque transmission devices. The clutch device according to the invention is preferably designed as a wet-running multiple clutch device, in particular as a radial dual clutch device.

The pressure tank according to the invention has a pressure piston arrangement for displacing the pressure tank and thus for actuating the clutch device, wherein the pressure piston arrangement has two piston faces which are preferably offset from one another, so that the piston faces can be acted upon independently of one another for actuating the fluid. The at least two piston faces may: are formed on the pressure tank in a mutually staggered manner in the axial direction of the pressure tank; are formed on the pressure tank substantially coaxially or axially aligned with each other; are respectively formed on the pressure tank perpendicular to the axial direction; the pressure tank is formed on the pressure tank in a manner of mutually staggering in the radial direction of the pressure tank; is formed on the pressure tank at essentially only one axial position; have a substantially similar shape, in particular a ring shape; have substantially the same or different areas; and/or is formed substantially completely circumferentially on the pressure vessel in the circumferential direction of the pressure vessel.

The pressure piston arrangement may have two pressure pistons, on which the two piston faces are formed. The two piston faces can be formed on two pressure pistons essentially in two radial planes, wherein the two pressure pistons are arranged offset from one another in parallel in the axial direction. The first pressure piston and the second pressure piston of the pressure tank can be fixedly connected to each other by means of connecting webs extending in the axial direction and/or in the radial direction. Furthermore, the base body of the pressure tank extends radially from the first pressure piston or substantially adjacent to the first pressure piston, from the connecting web or substantially adjacent to the second pressure piston or from the second pressure piston.

According to the invention, the actuation of the clutch device may comprise the engagement and/or disengagement of the clutch device. The pressure piston arrangement or the first pressure piston and the second pressure piston together can form a double radial bearing of the pressure tank on the hub. The first pressure piston may have a smaller first piston surface than the second pressure piston, while the second pressure piston has a larger second piston surface. The connecting web can be designed in such a way that the second pressure chamber of the clutch device, which preferably has a greater radial extent than the first pressure chamber of the clutch device, can be partially delimited. The pressure tank base body can have a substantially closed outer region or pressure tank fingers on the radial outside for actuating the clutch device. Furthermore, the pressure tank can be designed for a clutch device according to the invention or a multiple clutch device according to the invention.

Furthermore, the pressure tank can be of integral, materially integral, unitary or integrated design. An integrated pressure tank is understood to mean, for example, an integrally held, integrally connected or integrally formed pressure tank which cannot be easily separated or disassembled by hand, but which can be disassembled only by means of a tool. The pressure tank can be produced from a single or multiple starting parts. A materially integral pressure tank is understood to be, for example, a pressure tank which is held together in a materially integral manner or is constructed in a materially integral manner and which cannot be disassembled without damaging the pressure tank. The entire pressure tank is held together by a strong material lock. A single pressure tank is understood to mean, for example, a pressure tank made from a single starting piece. An integrated pressure tank is understood to mean, for example, a pressure tank whose starting part is designed integrally with itself.

The clutch device according to the invention or the multiple clutch device according to the invention comprises a hub and an axially displaceable pressure pot which is mounted radially on the hub, wherein the pressure pot has a pressure piston device for displacing the pressure pot and for actuating the clutch device, wherein the pressure piston device has two pressure pistons which are preferably offset with respect to one another in such a way that they can be acted upon independently of one another to actuate a fluid.

The clutch device or the clutch devices of the multiple clutch device can be designed as radially inner and/or radially outer clutch devices. The hub is preferably designed as a rotor of the pump, wherein the hub can be mounted, in particular, on the transmission input shaft.

The hub and the respective pressure piston can at least partially delimit a first pressure chamber and a second pressure chamber of the clutch device or of the multiple clutch device. The first pressure chamber may have a shorter radial extent than the second pressure chamber, wherein the first pressure chamber is preferably also delimited by a flange of the hub and/or the second pressure chamber is preferably also delimited by a disk on the hub. In other words, the first pressure piston can have a smaller first piston surface than the second pressure piston, while the second pressure piston has a larger second piston surface. For the purpose of bounding or delimiting the individual pressure chambers, the seals of the pressure chambers are omitted here when viewed.

The smaller first piston surface can be designed to eliminate an air gap of the clutch device, while the larger second piston surface can be designed to actuate the clutch device. The first and second pressure chambers are supplied by a common pressure line in the hub for actuating the fluid. Preferably, the second pressure chamber can be filled with actuating fluid and can be emptied of actuating fluid again by connecting the two check valves in anti-parallel. Here, the check valve is preferably located in the hub. The opening force of the check valve for filling the second pressure chamber may be less than or equal to the opening force of the check valve for emptying the second pressure chamber. Furthermore, a check valve may be provided in the disc, which check valve opens the centrifugal oil chamber of the clutch device relative to the second pressure chamber. The pressure tank of the clutch device according to the invention can be designed as a pressure tank according to the invention.

In the method according to the invention, the clutch device is actuated in two phases, wherein in a first phase substantially only the air gaps of the disk packs of the clutch device are eliminated by means of the pressure pot of the clutch device, and in a second phase in chronological order substantially the pressing-in of the disk packs is effected by means of the pressure pot. In a first phase of the actuation of the clutch device, the pressure tank can be charged with a first fluid pressure of the actuating fluid, and in a second phase of the actuation of the clutch device, the pressure tank can be charged with a second fluid pressure of the actuating fluid, the second fluid pressure preferably being greater than the first fluid pressure.

The pressure tank can have a relatively small first piston surface for a first phase of the actuation of the clutch device and a relatively large second piston surface for a second phase of the actuation of the clutch device. The first piston surface can be formed on a first pressure piston of the pressure tank, and the second piston surface can be formed on a second pressure piston of the pressure tank. According to the invention, the first fluid pressure and the second fluid pressure of the operating fluid may be relatively small fluid pressures. For the method according to the invention, the pressure tank can be constructed as the pressure tank according to the invention. Furthermore, with the method according to the invention, the clutch device can be configured as a clutch device according to the invention.

In a first phase of the actuation of the clutch device, a first fluid pressure of the actuation fluid can be built up at least in a first pressure chamber of the clutch device. In addition, a second fluid pressure of the actuating fluid can be established in at least a second pressure chamber of the clutch device in a second phase of actuating the clutch device. In the first phase of the actuation clutch device, a fluid pressure (via the centrifugal oil chamber) which is (slightly) lower than the first fluid pressure of the actuation fluid can be provided in the second pressure chamber. Alternatively, in the first phase of the actuation of the clutch device, the first fluid pressure of the actuation fluid can also be built up in the second pressure chamber. In the second phase of the actuation clutch device, a second fluid pressure of the actuation fluid can also be built up in the first pressure chamber.

The invention is explained in detail below on the basis of embodiments with reference to the drawings, which are schematic and not drawn to scale. Elements, components or parts having identical, univocal or similar structure and/or function are marked with the same reference numerals in the description of the figures, the list of reference numerals and in the figures. The possibilities of and/or the uncomplicated substitution, static and/or dynamic switching, combining and the like for the explained embodiments of the invention or individual components, parts or parts sections not explained in the description, not shown in the figures can be taken from the list of reference symbols.

Drawings

All the features explained and the features explained with reference to the list of reference numerals can be used not only in the combinations indicated, but also in other combinations or individually. 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 corresponding to the reference numerals in the description, drawing description and/or drawing list of the invention. Further, one feature or a plurality of features may be explained, refined or refined in detail from this. The figures, which do not show the surrounding edge and the background edge, show that:

fig. 1 shows a sectional axial half section of a double clutch according to the invention with an embodiment of a pressure tank according to the invention;

fig. 2 shows a detail of the pressure tank from fig. 1 in a fully sectioned axial half-section, wherein the region of the pressure piston arrangement according to the invention of the pressure tank is shown.

Detailed Description

The invention relates to a pressure piston arrangement 202 for a pressure tank 200 (100), having a first pressure piston 210 and a second pressure piston 220; and a method for actuating the clutch device 20 (10), the invention is explained in detail below on the basis of an exemplary embodiment of a variant of a multi-clutch 1 for a torque transmission device 1 for a vehicle, in particular for a drive train of a motor vehicle. The invention is not limited to the variants, embodiments shown and/or examples explained below, but is defined by essential properties, so that the invention can be applied to all clutches in the sense of the invention. While the invention has been described and illustrated in detail in terms of preferred embodiments, it is not intended to be limited to the disclosed examples. Other variants can be derived therefrom without leaving the scope of protection of the invention.

In the following, the explanation of the invention relates to the axial direction Ax, the rotational axis Ax, the radial direction Ra and the circumferential direction Um of the multi-clutch 1 according to the invention and its

clutch devices

10, 20 and the

pressure tanks

100, 200 of the torque transmission device 1 according to the invention. The positional specification also relates to, for example, the crankshaft of an internal combustion engine, the drive train of a motor vehicle, the transmission 1, etc. The invention is preferably applied to a radial, in particular wet-running, dual clutch 1 or to a dual clutch transmission 1, which optionally has dampers and/or vibration dampers (both not shown). The invention can also be applied to other clutches 1 with clutch devices, which are optionally arranged in the axial direction, for example multiple clutches, single clutches or partial clutches, or to other clutched transmissions 1.

Fig. 1 shows a dual clutch 1 with two radially arranged

clutch devices

10, 20, each having a

friction device

160, 260, which are designed as friction plate

clutch devices

10, 20, each having a

friction plate pack

160, 260. The following embodiments relate essentially to the inner clutch device 20 of the two

clutch devices

10, 20. If the pressure tank 100 of the outer clutch device 10 likewise has a pressure piston device 202 according to the invention (which can be seen most clearly from fig. 2), the statements made for this can be applied analogously to the outer clutch device 10. Furthermore, the statements made here can be applied analogously to all clutch devices in which pressure tanks with pressure piston arrangements 202 according to the invention are used.

The outer clutch device 10 has a friction lining carrier 150, which is preferably designed as an outer friction lining carrier 150, and which is preferably driven in rotation by the driving disk 40. The driver disk 40 is connected in a rotationally fixed manner and preferably with an axial play to the outer disk carrier 150. The clutch device 10 furthermore has a friction lining carrier 170, which is preferably designed as an inner friction lining carrier 170. The inner friction disk carrier 170 and the outer friction disk carrier 150 sandwich a friction disk set 160 that can be actuated by the pressure tank 100 of the clutch device 10, wherein the clutch device 10 is in the engaged state or in the disengaged state depending on the position of the pressure tank 100. The inner disk carrier 170 may be connected to the (preferably internal) transmission input shaft.

Similarly, the inner clutch device 20 has: friction plate carrier 250, particularly outer friction plate carrier 250; the friction disk carrier 270, in particular the inner friction disk carrier 270, and the friction disk pack 260, which can be actuated (engaged and disengaged) by the pressure tank 200 according to the invention of the inner clutch device 20, are clamped between them. The inner disk carrier 270 can in turn be connected to a transmission input shaft, which is preferably designed as an external transmission input shaft. Preferably, the two

outer disk carriers

150, 250 of the two

clutch devices

10, 20 are connected to one another in a rotationally fixed and axially fixed manner.

The two

pressure tanks

100, 200 of the

clutch devices

10, 20 are mounted radially on a (main) hub 30, are axially guided on said hub, and are fluid-tight relative to said hub, which is, for example, a relatively short hollow shaft 30, such as a rotor 30. In this case, the pressure tank 100 of the outer clutch device 10 has a pressure piston 110 on/in the pressure chamber 114, by means of which the pressure tank 100 can actuate the set of friction disks 160. In this case, the pressure chamber 114 can be filled with actuating fluid 2 via a pressure line 301 in the hub 30. The restoring force on the pressure tank 100 originates from an energy accumulator 115, in particular a plurality of helical pressure springs 115 or a disk spring, in the centrifugal oil chamber. Preferably, the pressure tank 100 has radially outside pressure tank fingers which pass through the outer disk carrier 150. Instead of a pressure tank finger, a substantially closed outer region of the pressure tank 100 can also be used if desired.

In contrast to pressure tank 100, pressure tank 200 has a pressure piston arrangement 202(210, 220) (see also fig. 2), by means of which pressure tank 200 is actuated, for example, in two stages (see below). The pressure tank 200 has a closed outer region or pressure tank finger (not shown) on the radially outer side, which outer region or pressure tank finger is arranged on the base body 204 of the pressure tank 200 further radially inside. The base body 204 has a pressure piston device 202 radially on the inside. The pressure piston arrangement 202 preferably comprises a first, smaller pressure piston 210, preferably in the form of a ring piston 210, and a second, larger pressure piston 220, preferably likewise in the form of a ring piston 220, wherein the two

pressure pistons

210, 220 are connected to one another by means of a connecting web 230. The connecting web 230 is a rotating body which connects the two

pressure pistons

210, 220 to one another.

In this case, the base body 204 of the pressure piston 200 extends radially outward from the pressure piston arrangement 202 in the vicinity of the first, smaller pressure piston 210 (not shown), from the middle section of the connecting web 230 (see fig. 1 and 2) or in the vicinity of the second, larger pressure piston 220 (likewise not shown). It is of course possible to configure the two

pressure pistons

210, 220 or their piston faces 212, 222 as large, or to exchange positions of the smaller pressure piston 210 with the larger pressure piston 220. The two

pressure pistons

210, 220 form a double radial support for the pressure reservoir 200 on the hub 30, wherein the pressure reservoir 200, which is arranged freely on the hub 30, preferably hangs or sits independently and securely on the hub 30, i.e. without tilting over. Radially inside, the

respective pressure piston

210, 220 is fluid-tight with respect to the hub 30 by means of a ring seal.

With reference to the pressure piston arrangement 202, fig. 1 and 2 show on the left an axially outer, smaller first piston surface 212 of the pressure piston 210 and on the right an axially inner, larger second piston surface 222 of the pressure piston 220. In this case, the piston surfaces 212, 222 can again be of the same size or can be switched over. The axially outer first piston face 212 forms, together with the cylindrical outer section of the hub 30, the flange 314 of the hub 30 and a flange or shoulder provided thereon, a radially shorter first pressure chamber 214. Instead of a flange 314 having a flange or shoulder, other components 314 can also be provided. Radially inside and radially outside, the pressure piston 210 is in each case fluid-tight on one side with respect to the outer section of the hub 30 (outside) and on the other side with respect to the flange or shoulder (inside) by means of a seal or sealing means, for example a ring seal.

The second, axially inner piston surface 222 forms together with an outer section of the hub 30, a further component 324, for example a disk 324 which is fastened in a fluid-tight manner to the hub 30, and an inner section of the connecting web 330 a second pressure chamber 224 which is longer in the radial direction. Radially inside and radially outside, the pressure piston 220 is in each case fluid-tight on one side with respect to the outer section of the hub 30 (outside) and on the other side with respect to the inner section of the connecting web 230 (inside) by means of a seal or sealing device (e.g. a ring seal). A centrifugal oil chamber 330 is provided between the disk 324 and the first pressure piston 210, in which centrifugal oil chamber the energy accumulator 215 (in particular a plurality of helical pressure springs 215 or a disk spring) for resetting the second clutch device 20 is preferably located.

The internal clutch device 20 can be actuated in two stages according to the invention. In this case, the first phase of the actuation of the clutch device 20 essentially only involves the air gap of the friction disk pack 260, which is eliminated or compensated for in the first phase. That is, the pressure tank 200 moves so far in the first stage of the method until the air gap of the friction plate pack 260 is substantially eliminated. Since the resistance of the preferably corrugated friction linings of the friction plate pack 260 is relatively low, a small piston surface 212 of the first pressure piston 210 of the pressure tank 200 and/or a relatively low fluid pressure of the actuating fluid 2 is sufficient for this purpose.

The second phase of actuating the clutch device 20 makes it possible to achieve a sufficiently large contact pressure of the friction linings inside the friction disk pack 260 of the clutch device 20, so that the desired torque can be transmitted by means of the clutch device 20. This is achieved by means of an additional second pressure piston 220 piston face 222 of the pressure tank 200. That is, the pressure tank 200 is moved so far in the second phase of the method until the desired compression force is achieved in the set of friction plates 260.

The detail diagram of fig. 2 shows a possible design for such a two-stage actuation of the inner clutch device 20. The pressure tank 200 has two

piston surfaces

212, 222, wherein the smaller piston surface 212 is shown on the left side and the larger piston surface 222 is shown on the right side in fig. 2. It is possible to configure the two

piston surfaces

212, 222 to be of the same size. The fluid pressure present in the pressure line 302 of the hub 30 for actuating the clutch device 20 first reaches only the first pressure chamber 214, which is preferably formed radially shorter than the second pressure chamber 224.

The second pressure chamber 224 is kept closed by means of a spring-loaded (upper) check valve 326 located in the pressure conduit 320. That is, for the first fluid pressure of the actuating fluid 2, by means of which the air gap of the clutch device 20 is eliminated, the check valve 326 is designed in such a way that it does not open. Check valve 326 opens when the second fluid pressure is between the first fluid pressure and the fluid pressure necessary to compress the set of friction plates 260.

The first fluid pressure in the first pressure chamber 214 starts the pressure tank 200 to move axially, thereby reducing the air gap of the clutch device 20. The check valve 325 between the centrifugal oil chamber 330 and the second pressure chamber 224 serves to: during the movement of the pressure tank 200 on the basis of the first fluid pressure, the second pressure chamber 224 is continuously refilled with the pilot fluid 2. The check valve 326 is designed such that it opens once the fluid pressure (second fluid pressure) has been reached at which the air gap has been completely eliminated. When the check valve 326 is opened, the second pressure chamber 224 is additionally charged with fluid pressure in addition to the first pressure chamber 214. As a result, pressure tank 200 may now exert a significantly greater force on friction disc pack 260. If the second pressure chamber 224 is active, the check valve 325 of the disk 324 leading into the second pressure chamber 224 blocks the connection to the centrifugal oil chamber 330, so that the operating fluid 2 does not escape from the second pressure chamber 224.

A spring-loaded (lower) check valve 327 located in the pressure line 302 is only active when the clutch device 20 is opened and allows the return flow of actuating fluid 2 from the second pressure chamber 224. The figure shows a double clutch 0 in which only the inner clutch device 20 has a two-stage pressure reduction actuation. Of course, variants of the invention are also conceivable in which only the outer clutch device 10, the two

clutch devices

10, 20, one of the axial dual clutches, two of the axial dual clutches, a single clutch, etc. are equipped with such an actuating device or such a pressure tank 200. The advantage of the invention is that not only a small volume flow but also a small fluid pressure is required for actuating the clutch device 120.

List of reference numerals

0 torque transmission device for a drive train of a vehicle, in particular of a motor vehicle (passenger car, ATV (all terrain vehicle, farm vehicle), two-wheeled vehicle, three-wheeled vehicle, four-wheeled vehicle, commercial vehicle, (heavy) truck, construction vehicle, construction machine, utility vehicle, etc. with an internal combustion engine (e.g. gasoline engine/diesel engine) and/or an electric motor), for example: (hydrodynamic) (torque) converter, (continuously variable/automatic/gear shift) transmission, (multiple/double/single) clutch transmission, (axial/radial) (wet/dry running) (multiple/double/single/friction disc/multiple disc/double disc/single disc) (load shift/start/converter/sub) clutch, and/or dual mass converter/dual mass flywheel, with (multiple/double stage/single stage) (multiple column/double column/single column) (multiple/double/single) damper (damping device), e.g. torsional vibration damper, and/or if necessary with (single/double/multiple) dampers (damping devices), for example (parallel/trapezoidal) centrifugal force pendulums; or components and/or combinations thereof

1 multiple clutch device/double clutch device of torque transmission device 0

2 multiple dual clutch device 1 or clutch device 10/20; 10. 20 operating fluid, oil

10 (outer/inner, second/first) clutch device/clutch assembly, e.g. a sub-clutch of a multi-clutch 1, (rotating) assembly

20 (inner/outer, first/second) clutch device/clutch assembly, e.g. a sub-clutch of a multi-clutch 1, (rotating) assembly

30 (main) hub, (hollow) shaft, rotor, (rotating) member/assembly

40 are preferably connected in a rotationally fixed manner to a friction lining carrier 150

100 pressure tank, (rotating) component/Assembly of Clutch device 10

110 pressure piston, ring piston of pressure tank 100

114 for the pressure chamber of the pressure piston 110

115 accumulators, e.g. helical compression springs, belleville springs

150 (outer/inner) disk carrier of clutch device 10 is preferably connected in a rotationally fixed manner to disk carrier 250, preferably the outer disk carrier (possibly also the inner disk carrier), the clutch input (but possibly also the clutch output), (rotary) component

160 (outer/inner) friction device of multiple clutch 1, set of (outer, as well as inner) friction plates with outer and inner friction plates in friction plate clutch device 10, (rotating) assembly

170 (inner/outer) plate carrier, preferably inner plate carrier (and possibly also outer plate carrier), clutch output (but possibly also clutch input) connectable to the transmission input shaft, (rotating) component of the clutch device 10

200 pressure tank, (rotating) component/assembly of clutch device 20

202 pressure piston arrangement (210, 220) of the pressure tank 200

204 (pressure tank) base body

206 outer region or pressure pot fingers (not shown) of the pressure pot 200 for actuating the closing of the clutch device 20

210 (smaller/larger), (first/second) pressure piston, ring piston of the pressure piston arrangement 201

212 pressure piston 210 (smaller/larger), (first/second) piston face, torus/ring

214 (radially shorter/longer), (first/second) pressure chamber

215 accumulators, e.g. helical compression springs, belleville springs

220 (larger/smaller), (second/first) pressure piston, ring piston of the pressure piston arrangement 201

222 (larger/smaller), (second/first) piston face, annulus/ring of pressure piston 220

224 (radially longer/shorter), (second/first) pressure chambers

230 (axial) connecting web between pressure piston 210 and pressure piston 220

250, (outer/inner) friction disk carrier of clutch device 20 is preferably connected in a rotationally fixed manner to friction disk carrier 150, preferably the outer friction disk carrier (possibly also the inner friction disk carrier), the clutch input (but possibly also the clutch output), (rotary) component

260 (inner/outer) friction device of multiple clutch 1, set of (outer, and inner) friction plates with outer and inner friction plates in friction plate clutch device 20, (rotating) assembly

270 (inner/outer) friction plate carrier, preferably an inner friction plate carrier (and possibly also an outer friction plate carrier), of the clutch device 20, a clutch output (but possibly also a clutch input) connectable with the transmission input shaft, a (rotating) component

301 pressure line in the hub 30 for actuating the clutch device 10

302 pressure line in the hub 30 for actuating the clutch device 20

314 serve to delimit the pressure chamber 214, e.g. the flange of the hub 30

324 for delimiting the pressure chamber 224, e.g. a disk on the hub 30

325 check valve in disc 324

326 check valve for filling pressure chamber 224, preferably in anti-parallel with check valve 327

327 check valve for evacuating pressure chamber 224, is preferably connected in anti-parallel with check valve 326

330 centrifugal oil chamber

Ax crankshaft, drive train, torque transmission device 0,

clutch devices

10, 20,

pressure tanks

100, 200, transmission 0, etc., axial, longitudinal, rotational axis, axial plane

Ra crankshaft, drive train, torque transmission device 0,

clutch devices

10, 20,

pressure tanks

100, 200, transmission 0, etc. radial, radial plane

Um circumferential, rotational movement occurring in the circumferential direction Um of the crankshaft, drive train, torque transmission device 0,

clutch devices

10, 20,

pressure tanks

100, 200, transmission 0, etc., tangential plane

Claims

1. A pressure tank (200) for a clutch device (20) for a vehicle drive train, wherein,

the pressure tank (200) having a pressure piston device (202) for displacing the pressure tank (200) and thus for actuating the clutch device (20),

the pressure piston arrangement (202) has two piston faces, such that the two piston faces can be acted upon independently of one another for actuating the fluid (2), wherein a first piston face is designed for eliminating an air gap of the clutch arrangement (20) and a second piston face is designed for actuating the clutch arrangement (20).

2. Pressure tank (200) according to claim 1, characterized in that the clutch device has two clutch devices (10, 20) arranged radially.

3. Pressure tank (200) according to claim 1, characterized in that the two piston faces are mutually offset.

4. The pressure tank (200) of claim 1, wherein the two piston faces:

are formed on the pressure tank (200) so as to be offset from each other in the axial direction (Ax) of the pressure tank (200);

are formed on the pressure tank (200) substantially coaxially or axially (Ax) aligned with each other;

each of which is formed on the pressure tank (200) perpendicular to the axial direction (Ax);

are formed on the pressure tank (200) offset from each other in the radial direction (Ra) of the pressure tank (200);

is formed on the pressure tank (200) essentially in only one axial position;

have a similar shape;

have substantially the same or different areas; or

The pressure tank (200) is designed to be substantially completely surrounded in the circumferential direction (Um) of the pressure tank (200).

5. Pressure tank (200) according to claim 4, characterized in that said two piston surfaces are annular.

6. Pressure tank (200) according to one of the preceding claims 1 to 5, characterized in that the pressure piston means (202) have two pressure pistons, on which the two piston faces are formed.

7. Pressure tank (200) according to the preceding claim 6, characterized in that the two piston faces are formed on the two pressure pistons essentially in two radial planes, wherein the two pressure pistons are arranged offset to each other in parallel in the axial direction (Ax).

8. Pressure tank (200) according to the preceding claim 6, characterized in that the first pressure piston has a smaller first piston face than the second pressure piston, which has a larger second piston face.

9. Pressure tank (200) according to the preceding claim 6, characterized in that the first and second pressure pistons of the pressure tank (200) are fixedly connected to each other by means of connecting webs (230) extending in the axial direction (Ax) and/or in the radial direction (Ra), wherein,

the base body (204) of the pressure tank (200) extends radially from the first pressure piston or substantially adjacent to the first pressure piston, from the connecting web (230) or substantially adjacent to the second pressure piston or from the second pressure piston.

10. Pressure tank (200) according to claim 9, characterized in that the connecting web (230) is designed in such a way that a second pressure chamber of the clutch device (20) can be partially delimited, which second pressure chamber has a larger radial extent than a first pressure chamber of the clutch device (20).

11. The pressure tank (200) of the preceding claim 1, characterized in that:

the actuation of the clutch device (20) comprises the engagement and/or disengagement of the clutch device (20);

the pressure tank (200) is constructed in one piece or integrally; or

The pressure tank (200) is designed for a clutch device (20).

12. The pressure tank (200) of claim 1, said pressure tank being integrally constructed of a material.

13. The pressure tank (200) of claim 1, said pressure tank being unitarily constructed in material.

14. Clutch device (20) for a vehicle drive train, having:

a hub (30) and a pressure tank (200) which is mounted on the hub (30) in the radial direction (Ra) and can be moved in the axial direction (Ax), wherein the pressure tank (200) has a pressure piston device (202) for displacing the pressure tank (200) and for actuating the clutch device (20), characterized in that,

the pressure piston arrangement (202) has two pressure pistons (210, 220) such that they can be loaded independently of one another for actuating a fluid (2), the first pressure piston being designed for eliminating an air gap of the clutch device (20) and the second pressure piston being designed for actuating the clutch device (20).

15. The clutch device (20) according to claim 14, characterized in that:

the first pressure piston has a smaller first piston surface than the second pressure piston, and the second pressure piston has a larger second piston surface.

16. The clutch device (20) according to claim 14, characterized in that the hub (30) and the corresponding pressure piston at least partially delimit a first pressure chamber and a second pressure chamber of the clutch device (20), and in that

The first pressure chamber has a shorter radial extent than the second pressure chamber, wherein the first pressure chamber is further delimited by a flange (314) of the hub (30) and/or the second pressure chamber is further delimited by a disc (324) on the hub (30).

17. The clutch device (20) according to claim 16, characterized in that:

the first and second pressure chambers being suppliable with a handling fluid (2) through a common pressure conduit (301) in the hub (30);

the second pressure chamber can be filled with the actuating fluid (2) and can be emptied of the actuating fluid (2) again by means of an anti-parallel connection of two check valves (326, 327);

the opening force of the check valve (326) for filling the second pressure chamber is less than or equal to the opening force of the check valve (327) for emptying the second pressure chamber;

a check valve (325) is arranged in the disk (324), which check valve opens a centrifugal oil chamber (330) of the clutch device (20) relative to a second pressure chamber, or

The pressure tank (200) is a pressure tank (200) for a clutch device (20) for a vehicle drive train according to any one of claims 1 to 5.

18. Method for actuating a clutch device (20) for a drive train of a motor vehicle, characterized in that,

the clutch device (20) is actuated in two phases, wherein in a first phase essentially only air gaps of the disk set (260) of the clutch device (20) are eliminated by means of a pressure pot (200) of the clutch device (20), and in a second phase in chronological order essentially pressing of the disk set (260) is achieved by means of the pressure pot (200), the pressure pot (200) having a first, relatively small piston surface for the first phase of actuating the clutch device (20) and a second, relatively large piston surface for the second phase of actuating the clutch device (20).

19. A method according to claim 18, characterized in that the pressure tank (200) is loaded with a first fluid pressure of the actuating fluid (2) in a first phase of actuating the clutch device (20), and the pressure tank (200) is loaded with a second fluid pressure of the actuating fluid (2) in a second phase of actuating the clutch device (20), wherein the second fluid pressure is greater than the first fluid pressure.

20. The method according to claim 18, wherein the first piston face is formed on a first pressure piston of the pressure tank (200) and the second piston face is formed on a second pressure piston.

21. The method of claim 18, wherein:

establishing a first fluid pressure of the actuating fluid (2) at least in a first pressure chamber (214) of the clutch device (20) in a first phase of actuating the clutch device (20);

establishing a second fluid pressure of the actuating fluid (2) at least in a second pressure chamber (214) of the clutch device (20) in a second phase of actuating the clutch device (20);

in a first phase of actuating the clutch device (20), a first fluid pressure of the actuating fluid (2) or a fluid pressure that is slightly lower than the first fluid pressure is also built up in the second pressure chamber (224);

in a second phase of actuating the clutch device (20), a second fluid pressure of the actuating fluid (2) is also built up in the first pressure chamber (224);

the pressure tank (200) is a pressure tank (200) for a clutch device (20) for a vehicle drive train according to any one of claims 1 to 13; and/or

The clutch device (20) is a clutch device (20) for a vehicle drive train according to any one of claims 14 to 17.

22. Torque transmitting device for a vehicle drive train, characterized in that,

the torque transfer device having a pressure tank (200) according to any of claims 1 to 13, and/or

The clutch device (20) of the torque transmission device can be actuated by a method according to one of claims 18 to 21.

23. A torque transfer device for a vehicle drive train as claimed in claim 22, wherein the clutch means is configured as a radial dual clutch.

24. Torque transmission device for a vehicle drive train according to claim 22, characterised in that the clutch device is configured as a wet-operable double clutch.

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

the transmission has a pressure tank (200) according to any of claims 1 to 13, and/or

The clutch device (20) of the transmission can be actuated by a method according to one of claims 18 to 21.

26. A transmission for a vehicle drive train as claimed in claim 25, wherein the clutch means is configured as a radial dual clutch.

27. A transmission for a vehicle drive train as claimed in claim 25, wherein the clutch means is configured as a wet-operable dual clutch.