CN112997019A - Clutch device with a first clutch and a second clutch - Google Patents
Clutch device with a first clutch and a second clutch Download PDFInfo
- Publication number
- CN112997019A CN112997019A CN201980074406.5A CN201980074406A CN112997019A CN 112997019 A CN112997019 A CN 112997019A CN 201980074406 A CN201980074406 A CN 201980074406A CN 112997019 A CN112997019 A CN 112997019A
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- China
- Prior art keywords
- chamber
- oil
- compensation
- clutch
- operating
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
Abstract
The invention relates to a coupling device (10) for a motor vehicle transmission, comprising: a first clutch (12) comprising a first actuating piston (34,134), a first actuating chamber (36) and a first oil compensation chamber (32,132), and a second clutch (14) comprising a second actuating piston (40,140), a second actuating chamber (44) and a second oil compensation chamber (42,142), wherein the first clutch (12) and the second clutch (14) are arranged coaxially with respect to the main axis of rotation (8), wherein a through hole (48,184) is provided between the first oil compensation chamber (32,132) and the second oil compensation chamber (42,142) in the radial direction, the through hole allows the exchange of compensation oil between the first compensation oil chamber (32,132) and the second compensation oil chamber (42,142), wherein the through-opening (48,148) is arranged in an axial partial region, wherein at least in the axial partial region the first compensation oil chamber (32,132) radially surrounds the second compensation oil chamber (42,142), and the first oil compensation chamber (32,132) is arranged in an axially overlapping manner with respect to the second oil compensation chamber (42, 142).
Description
Technical Field
The invention relates to a clutch device for a motor vehicle transmission having a first and a second clutch.
Background
DE 102007003107 a1 discloses a clutch device having a first clutch with a first actuating piston, a first actuating chamber and a first oil compensation chamber, and having a second clutch with a second actuating piston, a second actuating chamber and a second oil compensation chamber, wherein the first clutch and the second clutch are arranged coaxially with respect to a main axis of rotation.
Such clutch devices are also known from US 4741422, DE 102012209490 a1, DE 102011120393 a1 and DE 102015004794 a1 of this type.
Disclosure of Invention
The object of the invention is to provide a clutch device with a first and a second clutch which is compact, energy-efficient and inexpensive to produce. This object is achieved by a clutch device according to the invention according to claim 1. The invention is based on the dependent claims.
The invention is based on a clutch device for a motor vehicle transmission, comprising a first clutch having a first actuating piston, a first actuating chamber and a first oil compensation chamber, and comprising a second clutch having a second actuating piston, a second actuating chamber and a second oil compensation chamber. Provision is made for the first clutch and the second clutch to be arranged coaxially with respect to the main axis of rotation.
The "main axis of rotation" is intended here to mean, in particular, the axis of rotation defined by at least one input shaft of the clutch device. The terms "axial" and "radial" relate in this connection to the main axis of rotation.
The first and second compensation oil chambers can be supplied with a flow of compensation oil, which is preferably supplied to both compensation oil chambers.
Furthermore, it is provided that a through-opening is provided radially between the first and second compensating oil chambers, which allows an exchange of compensating oil between the first and second compensating oil chambers, wherein the through-opening is provided in an axial partial region, wherein at least in the axial partial region the first compensating oil chamber radially surrounds the second compensating oil chamber, and the first compensating oil chamber is arranged axially overlapping the second compensating oil chamber.
Because of the special geometric arrangement of the first and second compensation oil chambers and the design of the through-opening, the compensation oil can be exchanged directly and immediately between the two compensation oil chambers, so that only a single compensation oil supply line can be used to supply the two compensation oil chambers. That is, the two compensation oil chambers do not need to have their own compensation oil supply lines, respectively. Overall, a compact and therefore efficient clutch device can be achieved in this way.
Furthermore, a partition wall is provided, which is arranged between the first compensation oil chamber and the second compensation oil chamber, wherein a first side of the partition wall at least partially delimits the first compensation oil chamber and a second side of the partition wall at least partially delimits the second compensation oil chamber.
This increases the efficiency of the entire installation and in particular the installation space efficiency and/or the component efficiency. No additional boundary is required, advantageously only exactly one partition wall between the first compensation oil chamber and the second compensation oil chamber, at least in a partial region. A first side of the divider wall defines the compensation oil within the first compensation oil cavity while a second side of the divider wall defines the compensation oil within the second compensation oil cavity.
By "at least partially only one partition wall" is to be understood a partition in at least one region of the interface between the first oil compensation chamber and the second oil compensation chamber.
The partition wall or the separating device is preferably designed as a bent plate. The partition wall is preferably designed coaxially with the main axis of rotation.
"the partition wall defines one side of the oil compensation chamber" refers to a surface of the partition wall, wherein the surface is directed toward the corresponding oil compensation chamber. The first defining side is thus a first defining surface, while the second defining side has a second defining surface.
It is particularly advantageous if the first oil compensation chamber radially surrounds the second oil compensation chamber, which is arranged at least partially overlapping in the axial direction with respect to the first oil compensation chamber. In particular, a compact configuration with a preferably short axial length can thereby be achieved. Advantageously, the costs associated therewith can be reduced in particular.
The term "compensation oil chamber" refers in particular to a space portion which is arranged axially on the side of the actuating piston opposite the actuating chamber in order to accommodate the compensation oil. The centrifugal force acting on the actuating piston on the actuating side as a result of the rotation of the clutch is at least almost compensated for by the compensation oil in the compensation oil chamber.
The term "operating chamber" particularly refers to a chamber which is arranged on one side of the operating piston for containing operating oil. The operating force, which causes a movement of the operating piston in the axial direction, in particular in the axial operating direction, is generated by the operating oil at a suitable pressure.
The compensating oil chamber and the actuating chamber of the clutch can advantageously be located at approximately the same level in the radial direction, but this is not essential.
The first clutch and the second clutch are preferably designed as disk clutches/disk clutches.
The first clutch is preferably arranged such that it at least partially surrounds the second clutch. In particular, the second clutch is arranged at least partially radially within the first clutch. Advantageously, the second inner disc carrier is arranged radially within the first inner disc carrier. The second outer disc carrier is preferably arranged radially inside the first outer disc carrier. Advantageously, there is at least one axial subregion in which all four disk carriers overlap in the axial direction.
The separating wall is preferably designed as a metal plate at least in regions, particularly preferably in the interface region.
It is also provided that the partition wall is designed as a part of the first operating piston or as a part of the second operating piston. In particular, in the interface region, one side of the first operating piston or of the second operating piston is designed as a boundary of the first oil compensation chamber, while the other side is designed as a boundary of the second oil compensation chamber.
Alternatively, the partition wall may be part of a first piston guide wall, wherein the first piston guide wall is coupled to at least one of the disk holders in a rotationally fixed and axially fixed manner, and wherein the first piston and the second piston are arranged so as to be movable in the axial direction toward the first piston guide wall.
This makes it possible to construct the clutch device from a small number of components, to occupy a small installation space and to be produced at low cost.
Within the scope of the present invention, "rotationally fixed coupling of two rotatably mounted elements" is intended to mean that the two elements are arranged coaxially to one another and are coupled to one another in such a way that they rotate at the same angular speed or are stationary together. "rotationally fixed connection of the rotatably mounted element to the housing" is intended to mean that the element is coupled to the housing in such a way that it cannot rotate relative to the housing. The two rotationally fixedly connected elements can in principle be arranged axially displaceable relative to one another, unless they are arranged axially fixed relative to one another.
It is also provided that the partition wall, which is preferably designed as part of the first operating piston or as part of the second operating piston, has at least one cylindrical portion which is arranged coaxially with respect to the main axis of rotation. This increases the efficiency and in particular the installation space efficiency and/or the component efficiency. It is particularly advantageous to arrange the cylindrical portion in the interface region. The axial overlap of the first and second oil compensation chambers in the interface region is thereby achieved, which further increases the structural compactness of the clutch device.
Instead of or in addition to the cylindrical portion, the partition wall may have at least one step or bend.
It is particularly compact and inexpensive if the partition wall, in particular the section of one of the two operating pistons which separates the compensation oil chambers, has a coherent cylindrical shape. Advantageously, the second piston top face or the first piston bottom face with the partition wall has a coherent cylindrical shape. This makes it possible to provide a clutch device which is compact and has high efficiency and low manufacturing costs.
It is also provided that the through-opening is formed in the form of at least one opening in the partition wall.
The through-hole thus allows a flow of compensation oil in the direction from the second compensation oil chamber to the first compensation oil chamber and in the reverse direction.
The through-hole is preferably provided in the first operating piston or the second operating piston.
The through-hole is particularly advantageously arranged in the cylindrical portion of the partition wall.
It is particularly advantageous if the through-opening is formed in the form of a plurality of openings which are distributed over substantially the same axial height around the partition wall.
Alternatively or additionally, it is also possible for the through-opening to be arranged in at least one step or bend in the partition wall. The through-opening can advantageously be formed in the form of a hole or opening in the partition wall.
The through-opening preferably establishes a direct connection between the first compensation oil chamber and the second compensation oil chamber.
It is particularly advantageous if one of the two compensating oil chambers receives its compensating oil completely and directly from the other of the two compensating oil chambers and delivers the tapped compensating oil also only to the other of the two compensating oil chambers. The other of the two compensating oil chambers then has another external compensating oil supply or discharge line, wherein the external compensating oil supply or discharge line is particularly advantageously arranged outside the interface region.
According to the invention, at least in an axial subregion of the through-opening, the partition wall is arranged as the only wall between the first oil compensation chamber and the second oil compensation chamber.
This results in the clutch device requiring as few components as possible and taking up less installation space.
It is particularly advantageous if a further through-opening is provided radially within the second operating chamber, which is designed to lead the flow of compensation oil to the second compensation oil chamber, so that the entire quantity of compensation oil available for the first compensation oil chamber passes through the further through-opening and the second compensation oil chamber.
A further development of the invention provides that the second oil compensation chamber is delimited by the second piston guide wall and that the second piston guide wall has the further through opening, which is designed to supply a flow of compensation oil to the second oil compensation chamber. The further through-opening is advantageously designed to allow the flow of compensation oil to pass not only to the second compensation oil chamber but also to the first compensation oil chamber.
Advantageously, the second piston guide wall is arranged coaxially with respect to the main axis of rotation. The further through-opening is advantageously designed as one or more openings in the second piston guide wall. A plurality of said openings is advantageously arranged distributed around the second piston guide wall.
Or it may also be advantageous to provide a further through hole.
An advantageous development of the invention provides that the first operating chamber and the second operating chamber are arranged axially at least 50% overlapping. The first operating chamber advantageously radially surrounds the second operating chamber. A compact configuration with a preferably short axial construction length will thereby be achieved.
A disk unit is also provided, which is arranged coaxially with respect to the main axis of rotation, wherein the disk unit forms an axial boundary for the first operating chamber and the second operating chamber.
It is particularly advantageous if the disk unit is formed substantially flat at least in its region delimiting the first operating chamber and the second operating chamber.
The invention also provides that a compensation oil supply line, for example in the form of a channel, is arranged within the plate unit, which has a common compensation oil inlet to the first and second compensation oil chambers at one end of the compensation oil supply line. This makes it possible to dispense with the second compensation oil inlet in the axial direction in the disk unit. The clutch device thus consists of a small number of components and takes up little installation space.
The compensation oil inlet is preferably arranged radially within the second piston guide wall.
Here, "an element is arranged radially within another element" means that this element is arranged with a smaller radius with respect to the main axis of rotation than the other element.
The compensation oil inlet refers to an opening in the pan unit through which the compensation oil is supplied to the first or second compensation oil chamber. The compensation oil inlet is part of an external compensation oil supply line.
The compensation oil inlet is connected here directly to the first compensation oil chamber or preferably directly to the second compensation oil chamber.
It is particularly advantageous if the disk unit has a first operating oil passage opening in a radially outer region to the first operating chamber and a second operating oil passage opening in a radially intermediate region to the second operating chamber. By means of this design, a high installation space efficiency and a compact design can be advantageously achieved. Preferably, a short axial structural length is obtained. The first operating oil passage opening is preferably arranged radially in the region of the first operating piston, while the second operating oil passage opening is preferably arranged radially in the region of the second operating piston.
Drawings
Other advantages arise from the following description of the figures. The figures, the description of the figures and the claims contain a large number of combinations of features. The skilled person also appropriately treats the features individually and makes up meaningful further combinations, where:
fig. 1 shows a schematic representation of a clutch device with a first clutch and a second clutch, with two operating pistons, two operating chambers, two compensating oil chambers and a disk unit,
figure 2 shows a schematic view of at least one part of the partition wall with a step or bend,
fig. 3 shows a schematic view of an alternative design of the clutch device.
Fig. 1 shows a schematic illustration of a clutch device 10 having a first clutch 12 and a second clutch 14, which are each arranged coaxially with respect to the main axis of rotation 8.
Detailed Description
The first clutch 12 is designed as a disk clutch/plate clutch. The first clutch 12 has a first outer disc carrier 16 arranged coaxially with the main axis of rotation 8. The first outer disk carrier 16 is coupled permanently rotationally fixed and also axially fixed to the input shaft 9. The input shaft 9 is particularly preferably provided for the purpose of being able to transmit the torque provided by an internal combustion engine, not shown, into the clutch device.
A plurality of first outer discs/outer friction plates 18, only a portion of which is shown in the schematic view of fig. 1, are supported on the first outer disc carrier 16. The first outer disc 18 is coupled to the first outer disc frame 16 in a rotationally fixed but axially movable manner. The first clutch 12 has a first inner disc carrier 22. The first inner disc carrier 22 is arranged coaxially with the main axis of rotation 8. A first inner disc carrier 22 supports a plurality of first inner disc/inner friction plates 20, only a portion of which is shown in the schematic view of fig. 1. The first inner disc 20 is coupled to the first inner disc frame 22 in a rotationally fixed but axially movable manner. The first inner discs 20 and the first outer discs 18 are fitted to each other in a staggered manner.
The second clutch 14 is designed as a disk clutch/plate clutch. The second clutch 14 has a second outer chassis 24. The second outer disc carrier 24 is arranged coaxially with respect to the main axis of rotation 8. A second outer disc/outer friction plates 26, only a portion of which is shown in the schematic view of fig. 1, are supported on the second outer disc frame 24. The second outer disc 26 is coupled to the second outer disc carrier 24 in a rotationally fixed but axially movable manner. The second clutch 14 has a second inner disk carrier 30 arranged coaxially with the main axis of rotation 8. The second inner disk carrier 30 is permanently coupled to the input shaft 9 in a rotationally fixed and axially fixed manner. A second inner disc 30 supports a plurality of second inner disc/friction plates 28, only a portion of which is shown in the schematic view of fig. 1. The second inner disc 28 is coupled to the second inner disc carrier 30 in a rotationally fixed but axially movable manner. The second inner tray 28 and the second outer tray 26 are interfitted with each other.
The first clutch 12 includes a first operating piston 34, a first operating chamber 36, and a first compensating oil chamber 32. The first operating piston 34 is arranged axially movably relative to the input shaft 9. The first oil compensation chamber 32 is provided substantially on the side of the first operating piston 34 axially opposite the first operating chamber 36.
The second clutch 14 includes a second operating piston 40, a second operating chamber 44, and a second compensator oil chamber 42. The second operating piston 40 is arranged axially movably relative to the input shaft 9. The second oil compensation chamber 42 is provided substantially on the side of the second operating piston 40 axially opposite the second operating chamber 44.
The first operating chamber 36 radially surrounds the second operating oil chamber 44. The first oil compensation chamber 32 radially surrounds the second oil compensation chamber 42, and the second oil compensation chamber 42 is arranged axially at least partially overlapping with respect to the first oil compensation chamber 32.
The first clutch 12 radially surrounds the second clutch 14, and the first clutch 12 is arranged at least partially axially overlapping with respect to the second clutch 14. Particularly preferably, the first clutch 12 is arranged substantially axially overlapping with respect to the second clutch 14.
A first piston guide wall 38 is provided between the first operating chamber 36 and the second operating chamber 44. The first piston guide wall 38 is coupled to at least one of the dish holders 16, 30 in a rotationally fixed and axially fixed manner. The first operating piston 34 and the second operating piston 40 are arranged axially movably relative to the first piston guide wall 38. The first piston guide wall 38 is advantageously arranged coaxially with the main axis of rotation 8. The first piston guide wall 38 is advantageously at least partially cylindrical in design. The first piston guide wall is advantageously designed to be rotationally symmetrical.
The first piston guide wall 38 preferably defines the first operating chamber 36 within a radially inner region 64 of the first operating chamber 36. The first piston guide wall 38 preferably defines the second operating chamber 44 within a radially outer region 66 of the second operating chamber 44.
A through-hole 48 is advantageously provided between the first compensation oil chamber 32 and the second compensation oil chamber 42. The through hole 48 is provided for communicating the first compensation oil chamber 32 to the second compensation oil chamber 42 in such a manner that compensation oil can spill from the second compensation oil chamber 42 into the first compensation oil chamber 32 and can spill from the first compensation oil chamber 32 into the second compensation oil chamber 42.
Advantageously, in the axial extension of the through bore 48, the first oil compensation chamber 32 and the second oil compensation chamber 42 are arranged axially one above the other, wherein the first oil compensation chamber 32 surrounds the second oil compensation chamber 42 at least in the axial extension in the radial direction. The first oil compensation chamber 32 is therefore immediately adjacent to the second oil compensation chamber 42 at least in a partial region, and the through bore 48 makes direct communication between the two oil compensation chambers 32 and 42 within this axially extending region.
It is particularly advantageous if the first compensating oil chamber 32 has its compensating oil completely and directly taken from the second compensating oil chamber 42 and only via the through-opening 48, so that the second compensating oil chamber 42 has a compensating oil supply system 72 arranged outside the compensating oil chambers 32 and 42, and the first compensating oil chamber 32 does not have a further or its own compensating oil supply system arranged outside the compensating oil chambers 32 and 42.
Advantageously, the compensating oil supply system 72, the second compensating oil chamber 42 and the first compensating oil chamber 32 are arranged such that the compensating oil for the first compensating oil chamber 32 flows first through the compensating oil supply system 72, from there into the second compensating oil chamber 42 and from there into the first compensating oil chamber 32.
A partition wall 46 is advantageously provided between the first oil compensation chamber 32 and the second oil compensation chamber 42.
The first side 68 of the divider wall 46 at least partially defines the first compensation oil chamber 32, and the second side 70 of the divider wall 46 at least partially defines the second compensation oil chamber 42. Particularly advantageously, the first side 68 delimits the first oil compensation chamber 32 in a radially inner region of the first oil compensation chamber 32. Particularly advantageously, the second side 70 delimits the second oil compensation chamber 42 in a radially outer region of the second oil compensation chamber 42.
The partition 46 is particularly advantageously designed as part of the second actuating piston 40, wherein the second actuating piston 40 particularly advantageously acts with its radially outer region on the second disks 26, 28 of the second clutch 14. As an alternative or in addition to the embodiment shown in fig. 1, the partition 46 can also be designed as part of the first actuating piston 34, wherein in this case the first actuating piston 34 advantageously acts on the first disks 18, 20 of the first clutch 12 in the radially inner region thereof.
Furthermore, the partition 46 may alternatively or additionally be formed as part of the first piston guide wall 38.
The partition wall 46 is arranged coaxially with respect to the main axis of rotation 8 and is advantageously of rotationally symmetrical design.
The partition wall 46 advantageously has this through-opening 48.
The through-opening 48 is particularly advantageously designed as an opening or openings of the dividing wall 46. Advantageously, the plurality of openings are arranged distributed over substantially the same axial height in the circumferential direction of the partition wall 46.
The second operating chamber 44 is delimited by a second piston guide wall in a radially inner region of the second operating chamber 44.
The second oil compensation chamber 42 is particularly advantageously delimited at least in some sections by the second piston guide wall 39. Advantageously, the second piston guide wall 39 delimits the second oil compensation chamber 42 in a radially inner region 74 of the second oil compensation chamber 42. The second piston guide wall 39 is advantageously arranged radially within the partition wall 46 and radially within the first piston guide wall 38.
Advantageously, the first partition wall 46 is arranged radially inside the first piston guide wall 38.
Advantageously, the second piston guide wall 39 is coupled to the second inner disc carrier 30 in a rotationally fixed and axially fixed manner. Particularly advantageously, the second piston guide wall 39 is designed in one piece with the second inner disk carrier 30.
The second piston guide wall 39 is formed coaxially with respect to the main axis of rotation 8.
The second piston guide wall 39 advantageously has a cylindrical shape at least in sections.
The second piston guide wall 39 has another through hole 49 a. The other through hole 49a is designed as an opening in the second piston guide wall 39. The other through opening 49a is designed to supply the second compensation oil chamber 42 with a flow of compensation oil 62. The second piston guide wall 39 advantageously has a further through-opening 49a in the form of a plurality of openings which are distributed over the circumference of the second piston guide wall 39.
Particularly advantageously, the first compensation oil chamber 32 draws up its entire compensation oil through the further through hole 49 a.
The further through hole 49a is advantageously arranged in a radially inner region 74 of the second oil compensation chamber 42.
The clutch device has a disk unit 50. The disk unit 50 is arranged coaxially with the main axis of rotation 8 and is designed for the axial boundary of the first operating chamber 36 and the second operating chamber 44. The disk unit 50 has a first operating oil passage hole 54 in a radially outer region. The first operation oil flow 58 may be supplied into the first operation chamber 36 through the first operation oil through hole 54. The disk unit 50 has a second operation oil passage hole 56 in a radially intermediate region. The second operation oil flow 60 may be supplied into the second operation chamber 44 through the second operation oil passage hole 56. The second operation oil passage hole 56 is arranged radially inside the first piston guide wall 38. The first operation oil passage hole 54 is arranged radially outward of the first piston guide wall 38.
The disk unit 50 has a compensation oil inlet 52 in a radially inner region belonging to a compensation oil supply system 72. By means of the compensation oil inlet 52, a compensation oil flow 62 can be supplied to the further through bore 49a and from there on to the second compensation oil chamber 42. By means of the through-opening 48, the compensating oil flow 62 can be further fed into the first compensating oil chamber 32, in particular for the open state of the first clutch 12.
The first compensating oil chamber 32 and the second compensating oil chamber 42 therefore have a single common compensating oil supply system 72, in which the flow of compensating oil 62 reaches the second compensating oil chamber 42 and from there further to the first compensating oil chamber 32.
Alternatively and not further shown, the compensating oil supply system 72 can be designed such that the compensating oil flow 62 first reaches the first compensating oil chamber 32 and from there the second compensating oil chamber 42.
Fig. 2 shows an alternative dividing wall 460 having a step or bend in addition to the cylindrical portion. The through hole 480 may be disposed in a stepped portion or a bent portion of the partition wall 460.
Fig. 3 shows a detailed schematic of an alternative design of the clutch device 10. In this alternative, the further through-opening 49b is formed as an opening in the first piston guide wall 138. Furthermore, the further through-opening 49b is arranged in this case radially in the region of the through-opening 148.
A supplementary oil supply system 172 which guides the flow of the compensating oil extends in this case from the disk unit 150 through the first piston guide wall 138 and opens directly into the through bore 148 in the radial direction between the first compensating oil chamber 132 and the second compensating oil chamber 142.
List of reference numerals
8 main axis of rotation
9 input shaft
10 Clutch device
12 first clutch
14 second clutch
16 first outer disc holder
18 first outer disc
20 first inner disc
22 first inner disc holder
24 second outer tray frame
26 second outer disc
28 second inner disc
30 second inner disc holder
32,132 first oil compensating cavity
34 first operating piston
36 first operation chamber
38,138 first piston guide wall
39 second piston guide wall
40 second operating piston
42,142 second oil compensating chamber
44 second operating chamber
46,146 partition wall
48,148 through hole
49a another through hole
49b further through hole
50 disk unit
52 make-up oil inlet
54 first operating oil through hole
56 second operating oil through hole
58 first operating oil stream
60 second operating oil stream
62,162 offset oil flow
64 radially inner region of the first operating chamber
66 radially outer region of the second operating oil chamber
68 first side of the partition wall
70 second side of the partition wall
72,172 make-up oil supply system
74 radially inner region of the second oil compensation chamber
Claims (6)
1. A clutched device (10) for a motor vehicle transmission having: a first clutch (12) comprising a first operating piston (34,134), a first operating chamber (36) and a first compensating oil chamber (32,132) and a second clutch (14) comprising a second operating piston (40,140), a second operating chamber (44) and a second compensating oil chamber (42,142), the clutch device further having a partition wall (46,146) arranged between the first compensating oil chamber (32,132) and the second compensating oil chamber (42,142), wherein a first side of the partition wall (46,146) at least partially delimits the first compensating oil chamber (32,132), and a second side of the partition wall (46,146) at least partially delimits the second compensating oil chamber (42,142), the clutch device further having a disk unit (50) arranged coaxially with respect to a main axis of rotation (8), wherein the disk unit (50) forms an axial boundary for the first operating chamber (36) and the second operating chamber (44), wherein the first clutch (12) and the second clutch (14) are arranged coaxially with respect to the main axis of rotation (8),
wherein the first compensation oil chamber (32,132) and the second compensation oil chamber (42,142) can be supplied with a flow of compensation oil (62,162),
wherein a through-opening (48,184) is provided in the radial direction between the first compensation oil chamber (32,132) and the second compensation oil chamber (42,142), said through-opening enabling an exchange of compensation oil between the first compensation oil chamber (32,132) and the second compensation oil chamber (42,142), wherein the through-opening (48,148) is arranged in an axial subregion, wherein at least in the axial subregion the first compensation oil chamber (32,132) radially surrounds the second compensation oil chamber (42,142), the first compensation oil chamber (32,132) being arranged axially overlapping relative to the second compensation oil chamber (42,142),
wherein the separating wall (46,146) is configured as part of a first operating piston (34,134) or as part of a second operating piston (40,140), wherein the separating wall (46,146) has at least one cylindrical portion and is arranged coaxially with respect to the main axis of rotation (8),
wherein the through-opening (48,148) is designed as at least one opening in the partition wall (46,146),
it is characterized in that the utility model is characterized in that,
at least in this axial subregion, the partition wall (46,146) is arranged as the only wall between the first oil compensation chamber (32,132) and the second oil compensation chamber (42, 142).
2. Clutch device (10) according to claim 1, wherein a further through opening (49a) is provided radially within the second actuating chamber (44), which is designed to enable a flow (62) of compensating oil to the second compensating oil chamber (42) in such a way that the entire quantity of compensating oil of the first compensating oil chamber (32) is obtained through the further through opening (48) and the second compensating oil chamber (42).
3. Clutch device (10) according to one of the preceding claims, wherein a further through-hole (49b) is provided radially between the first operating chamber (36) and the second operating chamber (44), which is designed to allow a flow (162) of compensating oil to the first compensating oil chamber (132) and to the second compensating oil chamber (142).
4. Clutched device (10) as claimed in claim 3, characterized in that the further through hole (49b) is arranged in a first piston guide wall (138) designed for at least partially guiding the first operating piston (134).
5. Clutching device (10) as claimed in any one of the preceding claims, characterized in that the first operating chamber (36) and the second operating chamber (44) are arranged with at least 50% overlap in the axial direction.
6. Clutch device (10) according to one of the preceding claims, wherein a compensation oil supply line is provided within the plate unit, the plate unit having a common compensation oil inlet opening to the first and second compensation oil chambers at one end of the compensation oil supply line.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018008913.5 | 2018-11-12 | ||
| DE102018008913.5A DE102018008913B3 (en) | 2018-11-12 | 2018-11-12 | Coupling arrangement with a first and a second clutch |
| PCT/EP2019/078471 WO2020099065A1 (en) | 2018-11-12 | 2019-10-21 | Clutch arrangement with a first and a second clutch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112997019A true CN112997019A (en) | 2021-06-18 |
| CN112997019B CN112997019B (en) | 2023-05-26 |
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ID=66548477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980074406.5A Active CN112997019B (en) | 2018-11-12 | 2019-10-21 | Clutch device with a first clutch and a second clutch |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN112997019B (en) |
| DE (1) | DE102018008913B3 (en) |
| WO (1) | WO2020099065A1 (en) |
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| US6454074B1 (en) * | 1999-09-30 | 2002-09-24 | Mannesmann Sachs Ag | Multiple-clutch device |
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| CN102625884A (en) * | 2009-08-28 | 2012-08-01 | 格特拉克·福特传动系统有限公司 | Dual clutch assembly for a transmission having two input shafts |
| CN102829176A (en) * | 2011-06-14 | 2012-12-19 | 福特全球技术公司 | Transmission locking mechanism |
| CN104132075A (en) * | 2013-05-02 | 2014-11-05 | 舍弗勒技术有限两合公司 | Radial double-clutch assembly having operating systems that are spaced apart |
| US20150300490A1 (en) * | 2014-04-17 | 2015-10-22 | Mazda Motor Corporation | Automatic transmission |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4741422A (en) | 1987-03-09 | 1988-05-03 | General Motors Corporation | Clutch assembly with a pressure balance chamber |
| DE102007003107B4 (en) | 2006-01-16 | 2011-05-05 | Borgwarner Inc., Auburn Hills | Triple clutch for hybrid drive with dual-clutch transmission |
-
2018
- 2018-11-12 DE DE102018008913.5A patent/DE102018008913B3/en active Active
-
2019
- 2019-10-21 WO PCT/EP2019/078471 patent/WO2020099065A1/en active Application Filing
- 2019-10-21 CN CN201980074406.5A patent/CN112997019B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6454074B1 (en) * | 1999-09-30 | 2002-09-24 | Mannesmann Sachs Ag | Multiple-clutch device |
| CN101542153A (en) * | 2006-11-21 | 2009-09-23 | 株式会社艾科赛迪 | Double clutch device |
| WO2008138506A1 (en) * | 2007-05-10 | 2008-11-20 | Borgwarner Inc. | Double clutch arrangement having axially short nesting of working and compensating space |
| WO2009021582A1 (en) * | 2007-08-13 | 2009-02-19 | Borgwarner Inc. | Coupling device with improved hydraulic oil compensation |
| WO2009105388A2 (en) * | 2008-02-18 | 2009-08-27 | Borgwarner Inc. | Multiple clutch system with hydraulic fluid compensation |
| CN102625884A (en) * | 2009-08-28 | 2012-08-01 | 格特拉克·福特传动系统有限公司 | Dual clutch assembly for a transmission having two input shafts |
| CN102537116A (en) * | 2010-12-09 | 2012-07-04 | 通用汽车环球科技运作有限责任公司 | Centrifugally balanced hydraulic clutch assembly |
| CN102829176A (en) * | 2011-06-14 | 2012-12-19 | 福特全球技术公司 | Transmission locking mechanism |
| CN104132075A (en) * | 2013-05-02 | 2014-11-05 | 舍弗勒技术有限两合公司 | Radial double-clutch assembly having operating systems that are spaced apart |
| US20150300490A1 (en) * | 2014-04-17 | 2015-10-22 | Mazda Motor Corporation | Automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102018008913B3 (en) | 2019-06-06 |
| WO2020099065A1 (en) | 2020-05-22 |
| CN112997019B (en) | 2023-05-26 |
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