CN112997019B - 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
- CN112997019B CN112997019B CN201980074406.5A CN201980074406A CN112997019B CN 112997019 B CN112997019 B CN 112997019B CN 201980074406 A CN201980074406 A CN 201980074406A CN 112997019 B CN112997019 B CN 112997019B
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- Prior art keywords
- oil chamber
- chamber
- compensation oil
- operating
- compensation
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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 clutch device (10) for a motor vehicle transmission, comprising: 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), wherein the first clutch (12) and the second clutch (14) are coaxially arranged with respect to the main rotational axis (8), wherein a through-hole (48,184) is provided between the first compensating oil chamber (32, 132) and the second compensating oil chamber (42, 142) in a radial direction, which allows a compensating oil exchange between the first compensating oil chamber (32, 132) and the second compensating oil chamber (42, 142), wherein the through-hole (48, 148) is arranged in an axial sub-area, wherein the first compensating oil chamber (32, 132) radially encloses the second compensating oil chamber (42, 142) at least in the axial sub-area, and the first compensating oil chamber (32, 132) is arranged axially overlapping with respect to the second compensating oil chamber (42, 142).
Description
Technical Field
The invention relates to a clutch device for a motor vehicle transmission, comprising a first and a second clutch.
Background
A clutch device having a first clutch with a first actuating piston, a first actuating chamber and a first compensation oil chamber and having a second clutch with a second actuating piston, a second actuating chamber and a second compensation oil chamber is known from DE 10 2007 003 107 A1, wherein the first clutch and the second clutch are arranged coaxially with respect to the main axis of rotation.
Such clutch devices are also known from US 4 741 422, US 2010/3200550 A1, DE 10 2012 209 490 A1, DE 10 2011 120 393 A1 and DE 10 2015 004 794 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 improvements of the invention result from the dependent claims.
The invention is based on a clutch device for a motor vehicle transmission, comprising a first clutch having a first operating piston, a first operating chamber and a first compensation oil chamber, and a second clutch having a second operating piston, a second operating chamber and a second compensation oil chamber. It is provided that the first clutch and the second clutch are coaxially arranged with respect to the main rotation axis.
The term "main axis of rotation" shall in particular mean 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 may be supplied with a compensation oil flow, which is preferably supplied to both compensation oil chambers.
Furthermore, it is provided that a through-hole is provided between the first compensation oil chamber and the second compensation oil chamber in the radial direction, which allows a compensation oil exchange between the first compensation oil chamber and the second compensation oil chamber, wherein the through-hole is provided in an axial sub-region, wherein the first compensation oil chamber surrounds the second compensation oil chamber in the radial direction at least in the axial sub-region, and the first compensation oil chamber is arranged overlapping the second compensation oil chamber in the axial direction.
Because of the special geometric arrangement of the first and second compensation oil chambers and the design of the through-holes, 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 for supplying both compensation oil chambers. That is, the two compensation oil chambers do not need to have their own compensation oil supply lines, respectively. In summary, a very compact and therefore efficient clutch device can be achieved thereby.
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 can increase the efficiency of the entire installation and in particular the installation space efficiency and/or the component efficiency. Without an additional boundary, advantageously only exactly one partition wall is present between the first compensation oil chamber and the second compensation oil chamber at least in the subregion. The first side of the partition wall defines the compensating oil in the first compensating oil chamber, while the second side of the partition wall defines the compensating oil in the second compensating oil chamber.
By "at least in part only one partition wall" is understood that a partition means is present in at least one region of the interface between the first compensation oil chamber and the second compensation oil chamber.
The separating wall or separating device is preferably embodied here as a curved plate. The dividing wall is preferably designed coaxially with the main axis of rotation.
"the side of the partition wall that defines the compensation oil chamber" means the surface of the partition wall, wherein the surface is directed toward the corresponding compensation oil chamber. The first defined side is thus a first defined surface, while the second defined side has a second defined surface.
It is particularly advantageous if the first compensation oil chamber encloses a second compensation oil chamber in the radial direction, which is arranged at least partially overlapping in the axial direction with respect to the first compensation oil chamber. In particular, a compact design with a preferably short axial length is thereby possible. Advantageously, the costs associated therewith can be reduced in particular.
The term "compensation oil chamber" refers in particular to a space section which is arranged axially on the side of the operating piston opposite the operating chamber in order to accommodate compensation oil. Centrifugal forces acting on the operating piston, which occur on the operating side as a result of the clutch rotation, are at least almost compensated by the compensation oil in the compensation oil chamber.
The term "operating chamber" refers in particular to a chamber arranged on one side of the operating piston for containing operating oil. The operating force is generated by operating oil at a suitable pressure, which causes a movement of the operating piston in the axial direction, in particular in the axial operating direction.
The compensation oil chamber and the actuating chamber of the clutch can advantageously be located approximately at 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.
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 inside the first clutch. Advantageously, the second inner disc holder is arranged radially inside the first inner disc holder. The second outer disc holder is preferably arranged radially inside the first outer disc holder. Advantageously, there is at least one axial sub-area, within which all four trays overlap in the axial direction.
The separating wall is preferably designed as a metal plate at least in some regions, particularly preferably in the interface region.
It is also provided that the separating 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 compensation oil chamber, while the other side is designed as a boundary of the second compensation oil chamber.
Alternatively, the partition wall may be part of a first piston guide wall, wherein the first piston guide wall is fixedly coupled to at least one of the discs in an anti-rotational and axially direction, and wherein the first piston and the second piston are arranged axially movable towards the first piston guide wall.
As a result, the clutch device is formed from a small number of components, occupies a small installation space and can be produced at low cost.
Within the scope of the present invention, "anti-rotational coupling of two rotatably mounted elements" shall 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 co-stationary. By "rotationally fixed connection of the element to the housing" it is meant that the element is coupled to the housing in such a way that it cannot rotate relative to the housing. The two rotationally fixed elements can in principle be arranged axially displaceably relative to one another, unless they are arranged axially fixed relative to one another.
It is also provided that the separating wall, which is preferably configured 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 can increase efficiency and in particular the installation space efficiency and/or the component efficiency. It is particularly advantageous to arrange the pillar portion in the interface region. This results in an axial overlap of the first and second compensation oil chambers in the region of the interface, 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 stepped portion or curved portion.
It is particularly compact and low-cost if the dividing wall, in particular the part of one of the two operating pistons separating the compensation oil chambers, has a coherent cylindrical shape. Advantageously, the second piston top surface or the first piston bottom surface with the partition wall has a consecutive cylindrical shape. This makes it possible to provide a clutch device which is compact and has high efficiency and low manufacturing costs.
The through hole is also configured in the form of at least one opening in the partition wall.
The through-hole thus allows a compensating oil flow in the direction from the second compensating oil chamber to the first compensating oil chamber and in the opposite 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 substantially at the same axial height around the dividing wall.
Alternatively or additionally, it is also possible that the through-opening is arranged in at least one step or bend when the separating wall has said step or bend. The through-opening can advantageously be formed in the form of a hole or aperture in the partition wall.
The through-hole 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 compensation oil chambers takes its compensation oil completely and directly from the other of the two compensation oil chambers and delivers the tapped compensation oil also only to the other of the two compensation oil chambers. The other of the two compensation oil chambers then has a further external compensation oil supply line or discharge line, wherein the external compensation oil supply line or discharge line is particularly advantageously arranged outside the interface region.
According to the invention, the separating wall is arranged as a single wall between the first compensation oil chamber and the second compensation oil chamber at least in an axial subregion of the through-opening.
This results in the clutch device requiring as few components as possible and taking up little installation space.
It is particularly advantageous if a further through-hole is provided in the radial direction within the second actuating chamber, which is designed to lead the compensation oil flow to the second compensation oil chamber, so that the total compensation oil quantity obtained by the first compensation oil chamber passes through the further through-hole and the second compensation oil chamber.
A further development of the invention provides that the second compensation oil chamber is delimited by a second piston guide wall and that the second piston guide wall has the further through-opening, which is provided for supplying a compensation oil flow to the second compensation oil chamber. The further through-hole Kong Youli is designed to allow the compensation oil flow 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 coaxially arranged with respect to the main rotation axis. The further through-going opening Kong Youli is designed as one or more openings in the second piston guide wall. The plurality of openings are advantageously distributed around the second piston guide wall.
Or it is also 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 overlapping by at least 50%. The first operating chamber advantageously encloses the second operating chamber in a radial direction. A compact configuration with preferably short axial structural length will thereby be achieved.
A disk unit is also provided, which is coaxially arranged 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 the region thereof 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 in the disk unit, which has a common compensation oil inlet opening to the first compensation oil chamber and the second compensation oil chamber at one end of the compensation oil supply line. This makes it possible to dispense with a second compensating oil inlet in the disk unit in the axial direction. The clutch device is thus composed of a small number of components and occupies a small installation space.
The compensation oil inlet is preferably arranged radially inside the second piston guide wall.
Here, "arranging one element radially inside another element" means that this element is arranged with respect to the main rotation axis with a smaller radius than the other element.
The compensation oil inlet means an opening in the disk unit through which 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 in this case directly connected to the first compensation oil chamber or preferably directly connected 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 can be obtained. The first operating oil through opening is preferably arranged in the radial direction in the region of the first operating piston, while the second operating oil through opening is preferably arranged in the radial direction in the region of the second operating piston.
Drawings
Other advantages come from the following description of the drawings. The drawings, description of the drawings and claims contain a large number of feature combinations. The skilled person also sees the features individually and composes them into other interesting combinations where:
fig. 1 shows a schematic view of a clutch device with a first clutch and a second clutch, which has 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 a partition wall with a step or a bend,
fig. 3 shows a schematic illustration of an alternative design of the clutch device.
Fig. 1 shows a schematic illustration of a clutch device 10 with 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 rotational axis 8. The first outer disc carrier 16 is permanently coupled to the input shaft 9 in a rotationally fixed and also axially fixed manner. The input shaft 9 is particularly preferably provided for enabling torque provided by an internal combustion engine, not shown, to be transmitted into the clutch device via this.
The first outer disc carrier 16 carries a plurality of first outer disc/friction plates 18, only a portion of which are shown in the schematic view of fig. 1. 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 carrier 22. The first inner disc carrier 22 is arranged coaxially with the main rotation axis 8. The first inner disc carrier 22 carries a plurality of first inner discs/friction plates 20, only a portion of which are shown in the schematic view of fig. 1. The first inner disc 20 is coupled to the first inner disc housing 22 in a rotationally fixed, but axially movable manner. The first inner disk 20 and the first outer disk 18 are interfitted with each other.
The second clutch 14 is designed as a disk clutch/plate clutch. The second clutch 14 has a second outer carrier 24. The second outer disc carrier 24 is coaxially arranged about the main rotation axis 8. The second outer disc carrier 24 carries a plurality of second outer disc/friction plates 26, only a portion of which are shown in the schematic view of fig. 1. The second outer disc 26 is coupled to the second outer disc frame 24 in a rotationally fixed, but axially movable manner. The second clutch 14 has a second inner carrier 30 arranged coaxially with the main rotational axis 8. The second inner disc carrier 30 is permanently rotationally fixed and axially fixedly coupled to the input shaft 9. The second inner disc carrier 30 carries a plurality of second inner discs/friction plates 28, only a portion of which are shown in the schematic view of fig. 1. The second inner disc 28 is coupled to the second inner disc housing 30 in a rotationally fixed, but axially movable manner. The second inner disk 28 and the second outer disk 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 movable relative to the input shaft 9. The first compensating oil chamber 32 is disposed substantially on a 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 compensating oil chamber 42. The second operating piston 40 is arranged axially movable relative to the input shaft 9. The second compensation oil chamber 42 is disposed substantially on the side of the second operating piston 40 axially opposite the second operating chamber 44.
The first operating chamber 36 radially encloses the second operating oil chamber 44. The first compensation oil chamber 32 radially surrounds the second compensation oil chamber 42, and the second compensation oil chamber 42 is arranged axially at least partially overlapping with respect to the first compensation oil chamber 32.
The first clutch 12 surrounds the second clutch 14 in the radial direction, and the first clutch 12 is arranged at least partially axially overlapping with respect to the second clutch 14. It is particularly preferred that 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 fixedly coupled to at least one of the trays 16, 30 in a rotationally fixed and axially fixed manner. The first operating piston 34 and the second operating piston 40 are arranged axially movable relative to the first piston guide wall 38. The first piston guide wall 38 is advantageously arranged coaxially with the main rotation axis 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 the compensation oil can overflow from the second compensation oil chamber 42 into the first compensation oil chamber 32 and can overflow from the first compensation oil chamber 32 into the second compensation oil chamber 42.
Advantageously, in the axially extending region of the through-opening 48, the first compensation oil chamber 32 and the second compensation oil chamber 42 are arranged axially overlapping one another, wherein the first compensation oil chamber 32 surrounds the second compensation oil chamber 42 radially at least in the axially extending region. Thus, the first compensation oil chamber 32 is adjacent to the second compensation oil chamber 42 at least in a subregion, and the through-opening 48 effects a direct communication between the two compensation oil chambers 32 and 42 within this axially extending region.
It is particularly advantageous if the first compensation oil chamber 32 takes its compensation oil completely and directly from the second compensation oil chamber 42 and only via the through-hole 48, so that the second compensation oil chamber 42 has a compensation oil supply system 72 which is arranged outside the compensation oil chambers 32 and 42, and the first compensation oil chamber 32 has no other or its own compensation oil supply system which is arranged outside the compensation oil chambers 32 and 42.
Advantageously, the compensation oil supply system 72, the second compensation oil chamber 42 and the first compensation oil chamber 32 are arranged such that the compensation oil for the first compensation oil chamber 32 flows first through the compensation oil supply system 72, then from there into the second compensation oil chamber 42 and then from there into the first compensation oil chamber 32.
A partition wall 46 is advantageously provided between the first compensation oil chamber 32 and the second compensation oil chamber 42.
The first side 68 of the partition wall 46 at least partially defines the first compensating oil chamber 32 and the second side 70 of the partition wall 46 at least partially defines the second compensating oil chamber 42. Particularly advantageously, first side 68 delimits first compensating oil chamber 32 in a radially inner region of first compensating oil chamber 32. Particularly advantageously, the second side 70 delimits the second compensation oil chamber 42 in a radially outer region of the second compensation oil chamber 42.
The separating wall 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. Instead of or in addition to the embodiment shown in fig. 1, the separating wall 46 can also be designed as part of the first actuating piston 34, wherein in this case the first actuating piston 34 acts in an advantageous manner on the first disks 18, 20 of the first clutch 12 in its radially inner region.
Furthermore, the separating wall 46 may alternatively or additionally be formed as part of the first piston guide wall 38.
The dividing wall 46 is arranged coaxially with respect to the main axis of rotation 8 and is advantageously rotationally symmetrical.
The partition wall 46 advantageously has this through hole 48.
The through-opening 48 is particularly advantageously designed as an opening or as openings of the separating wall 46. Advantageously, the plurality of openings are distributed substantially at 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 compensation oil chamber 42 is particularly advantageously delimited at least in part by the second piston guide wall 39. Advantageously, the second piston guide wall 39 delimits the second compensation oil chamber 42 in a radially inner region 74 of the second compensation oil chamber 42. The second piston guide wall 39 is advantageously arranged radially inside the partition wall 46 and radially inside 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 rotationally fixed and axially fixedly coupled to the second inner disc frame 30. It is particularly advantageous if the second piston guide wall 39 is designed in one piece with the second inner disc housing 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 49a. The other through hole 49a is designed as an opening in the second piston guide wall 39. The other through-hole 49a is provided for supplying the second compensation oil chamber 42 with the compensation oil flow 62. The second piston guide wall 39 advantageously has further through-openings 49a in the form of a plurality of openings which are distributed in the circumferential direction of the second piston guide wall 39.
Particularly advantageously, the first compensation oil chamber 32 draws its entire compensation oil through the further through-hole 49a.
The further through-hole 49a is advantageously arranged in the radially inner region 74 of the second compensation oil chamber 42.
The clutch device has a disc unit 50. The disk unit 50 is arranged coaxially to the main rotation axis 8 and is designed for the axial boundaries of the first operating chamber 36 and the second operating chamber 44. The disk unit 50 has a first operation oil through hole 54 in a radially outer region. By means of the first operating oil through-hole 54, a first operating oil flow 58 can be fed into the first operating chamber 36. The disk unit 50 has a second operation oil through hole 56 in a radially intermediate region. By means of the second operating oil through hole 56, a second operating oil flow 60 can be fed into the second operating chamber 44. The second operating oil through hole 56 is arranged radially inside the first piston guide wall 38. The first operating oil through hole 54 is arranged radially outside the first piston guide wall 38.
The disk unit 50 has a compensation oil inlet 52 belonging to a compensation oil supply system 72 in a radially inner region. By means of the compensating oil inlet 52, a compensating oil flow 62 can be supplied to the further through-bore 49a and from there further to the second compensating oil chamber 42. By means of the through-hole 48, the compensating oil flow 62 can be fed further into the first compensating oil chamber 32, in particular for the open state of the first clutch 12.
Thus, the first and second compensating oil chambers 32, 42 have a single common compensating oil supply system 72 in which the compensating oil flow 62 reaches the second compensating oil chamber 42 and from there further reaches the first compensating oil chamber 32.
Alternatively and not further shown, the compensation oil supply system 72 may be designed such that the compensation oil flow 62 reaches the first compensation oil chamber 32 first and from there the second compensation oil chamber 42.
Fig. 2 shows an alternative divider wall 460 having a stepped or curved portion in addition to a cylindrical portion. The through hole 480 may be disposed in the stepped portion or the 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. In addition, the further through-hole 49b is in this case arranged radially in the region of the through-hole 148.
The makeup oil supply system 172, which leads the flow of makeup oil, in this case extends from the disk unit 150 through the first piston guide wall 138 and opens directly into the through-bore 148 between the first and second compensation oil chambers 132, 142 in the radial direction.
List of reference numerals
8. Main axis of rotation
9. Input shaft
10. Clutch device
12. First clutch
14. Second clutch
16. First outer tray rack
18. First outer disk
20. First inner disk
22. First inner tray rack
24. Second outer tray rack
26. Second outer disk
28. Second inner disk
30. Second inner tray rack
32,132 first compensating oil chamber
34. First operating piston
36. First operation cavity
38,138 first piston guide wall
39. Second piston guide wall
40. Second operating piston
42,142 second compensating oil chamber
44. Second operation cavity
46. Partition wall
48,148 through holes
49a another through hole
49b through hole
50. Disk unit
52. Compensation oil inlet
54. First operating oil through hole
56. Second operation oil through hole
58. A first process oil flow
60. Second process oil stream
62,162 compensating 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 compensating oil supply system
74. Radially inner region of the second compensation oil chamber
Claims (6)
1. A clutch 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), 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) coaxially arranged with respect to the main rotational axis (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 coaxially arranged with respect to the main rotational axis (8),
wherein the first compensation oil chamber (32, 132) and the second compensation oil chamber (42, 142) can be supplied with a compensation oil flow (62, 162),
wherein a first through-hole (48,184) is provided between the first compensation oil chamber (32, 132) and the second compensation oil chamber (42, 142) in the radial direction, which enables a compensation oil exchange between the first compensation oil chamber (32, 132) and the second compensation oil chamber (42, 142), wherein the first through-hole (48, 148) is arranged in an axial sub-region, wherein the first compensation oil chamber (32, 132) surrounds the second compensation oil chamber (42, 142) in the radial direction at least in the axial sub-region, the first compensation oil chamber (32, 132) is arranged overlapping in the axial direction with respect to the second compensation oil chamber (42, 142),
wherein the separating wall (46, 146) is configured as a part of the first operating piston (34, 134) or as a part of the 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 first through-hole (48, 148) is configured as at least one opening in the separating wall (46, 146),
it is characterized in that the method comprises the steps of,
at least in the axial partial region, the separating wall (46, 146) is arranged as a single wall between the first compensation oil chamber (32, 132) and the second compensation oil chamber (42, 142), wherein the separating wall (46) is designed as a curved plate, wherein a first surface of a first side (68) of the separating wall (46) points towards the first compensation oil chamber and at least partially delimits the first compensation oil chamber; and wherein a second surface of a second side (70) of the partition wall (46) is directed toward and at least partially defines a second compensation oil chamber.
2. Clutch device (10) according to claim 1, characterized in that a second through-hole (49 a) is provided in the radial direction within the second operating chamber (44), said second through-hole being designed for realizing a compensating oil flow (62) to the second compensating oil chamber (42) in such a way that the total compensating oil quantity of the first compensating oil chamber (32) is obtained through said second through-hole and the second compensating oil chamber (42).
3. Clutch device (10) according to one of the preceding claims, characterized in that a third through-hole (49 b) is provided between the first operating chamber (36) and the second operating chamber (44) in the radial direction, said third through-hole being designed for allowing a compensating oil flow (162) to the first compensating oil chamber (132) and to the second compensating oil chamber (142).
4. A clutch device (10) according to claim 3, characterized in that the third through-hole (49 b) is arranged in a first piston guide wall (138) designed for at least partially guiding the first operating piston (134).
5. The clutch device (10) according to claim 1 or 2, characterized in that the first operating chamber (36) and the second operating chamber (44) are arranged at least 50% overlapping in the axial direction.
6. Clutch device (10) according to claim 1 or 2, characterized in that a compensation oil supply line is provided within the disk unit, which disk unit has a common compensation oil inlet opening into 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 CN112997019A (en) | 2021-06-18 |
| CN112997019B true CN112997019B (en) | 2023-05-26 |
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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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| WO2008138506A1 (en) * | 2007-05-10 | 2008-11-20 | Borgwarner Inc. | Double clutch arrangement having axially short nesting of working and compensating space |
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| 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 |
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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 |
| JP6210017B2 (en) * | 2014-04-17 | 2017-10-11 | マツダ株式会社 | Automatic 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 (9)
| 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112997019A (en) | 2021-06-18 |
| DE102018008913B3 (en) | 2019-06-06 |
| WO2020099065A1 (en) | 2020-05-22 |
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