FR2799251A1 - Duplicated clutch assembly, for automobile transmission, comprises inner and outer annular clutches engaging prime mover with none or both gearbox input shafts - Google Patents

Abstract

Double multi-plate clutch is accommodated in bell (18) within gearbox casing (20), closed on engine side by sealed (30) cover (28), through which rotating hub (34,38) passes in bearing or seal (54). Hub, driven by engine crankshaft (14), carries both clutch driving members through support plate (60); that (62) of outer clutch (64) continue radially inward to sleeve (66) running on bearings (68) on outer (24) of 2 concentric gearbox input shafts. Hollow interior of inner shaft (22) accommodates hydraulic pump's input shaft, driven (44) by hub. Sleeve (66) also carries drive plate (70) of inner clutch (72). The driven member of each clutch comprises a plate (82,86), mounted (80,84) on the corresponding gearbox input shaft (22,24). Each clutch is disengaged hydraulically by an actuating plate (110,130) operating against a diaphragm return spring (146,148), the oil being admitted via channels (122,144) circumferentially displaced in the fixed sleeve (66), to annular chambers (118,142) behind the actuating plates. Oil-filled centrifugal compensating chambers (120,142) give hydrostatic balance at speed. Some of the numerous variants described include electrical generator/starter machines and/or damping devices to attenuate torsional vibratory forces. An Independent claim is also included for the multiple clutching installation.

Description

Description: The present invention relates to a multiple clutch installation, where appropriate a double clutch installation mounted in a transmission line of a motor vehicle between a power unit and a gearbox, the clutch installation having a first clutch device associated with a first gearbox input shaft and a second clutch device associated with the second gearbox input shaft for the transmission of the first gearbox input shaft; torque between the power unit and the gearbox.

Such a clutch installation is known, for example, according to the document EP <B> 0 931 951 A1. </ B> This clutch installation serves to connect the driving unit of a motor vehicle. mobile <B> to </ B> a gearbox <B> to multiple gears via two clutches <B> to </ B> friction <B> to </ B> command preference Automatic <B>; </ B> Each of the two clutches <B> to </ B> friction has a release system, so that two clutches <B> to </ B> friction can be engaged or disengaged independently one of the other. A clutch disc of one of the two friction clutches is integrally rotatably mounted on a central gearbox input shaft, while a clutch disc of the Other clutch <B> to </ B> friction is integrally rotatably mounted on a second gearbox input shaft, in the form of a hollow shaft surrounding the central, input shaft. The known double clutch is mounted with a fixed pressure plate from one of the friction <B> clutches on the engine's flywheel <B> to internal combustion. The mounting of the double clutch on a transmission line thus largely corresponds to the usual assembly (simple) clutch <B> to </ B> friction in the transmission line.

The <B> to </ B> double clutch (abbreviated dual clutch) installations of the type defined above have recently been considered very interesting <B>; </ b> such clutches usually consist of two clutches < B> to </ B> dry or wet, which are switched alternately where appropriate with areas of overlap. Particularly in connection with gearboxes <B> to </ B> several gears, such clutches allow switching between two gearbox ratios each time without cutting the transmission line of <B> f </ B > orce. In principle, the double clutch systems offer the possibility of jointly soliciting both clutches in particularly difficult situations, in particular for the usual starts in motor sport. For this purpose, the accelerator pedal can be pushed down to the end stop as much as possible while the vehicle is applied by applying the maximum braking force until the clutch has reached its optimum transmission point. If, at the moment when the optimum transmission point is reached, the brake is removed, the vehicle is started <B> at </ B> its maximum acceleration. Such starting operations can also be envisaged for motor vehicles having a relatively low motorization, that is to say not only under the extreme derailing conditions of motorsport, for example to start at an obstacle.

Starting operations of the type described above apparently lead to high slip with a corresponding high heat loss. This raises the problem of the removal of heat from the friction clutch zone serving as a starting clutch. more, this results in a relatively large wear clutch <B> to </ B> friction. Heating of the friction clutches also results in friction coefficient variations of the clutches, which can significantly deteriorate the control of the disengagement of the two friction clutches and thus the two clutches <B> to </ B> friction one report <B> to </ B> the other. As inaccuracies or variations due to temperature can lead to a disagreement in the operation of both clutches at friction, so that drive shafts In the case of the gearbox, when the switching operation is <B> at a given cut-off ratio, this can lead to load switching in the switching box. The synchronization in the switching box can thus be excessively stressed, so that in the most unfavorable case, the switch box will have been damaged until it is destroyed, irrespective of the disadvantages that exist in all cases and with regard to the efficiency. . Overall, the lack of agreement related to the heat between the two friction clutches does not allow a transmission of torque without difficulty during the switching operations in a box. speeds, switched without interruption of the power line and without switching jolts.

Another difficulty in a dual clutch installation is that of starting operations that are either sloping to prevent the vehicle backs off, or that are used for storage maneuvers <B> at </ B> the speed as low as possible, for example to accurately position a vehicle in a parking space. The affected operating states are called in the specialized circles by the key words <B> </ B> Hillholder <B> </ B> and <B> </ B> ramping movement <B>. </ B> two starting operations have in common that the friction clutch engaged as a starting clutch operates in part without actuation of the accelerator pedal, with prolonged slippage. Even if in such start-up operations the couples to be transmitted from far below the operating conditions described above and which occur mainly in motorsport, one can nevertheless have a high temperature rise the clutch <B> to </ B> friction concerned or even two clutches <B> to </ B> friction, resulting in the difficulties mentioned above.

Switching strategies and switching devices have been proposed for gearboxes <B> to </ B> double clutch, based on the precise adjustment of clutch slip <B> (DE 196 31 983 Ci) </ B> generating correspondingly the frictional heat. Depending on the driving mode, we can not exclude overheating problems of the nature described above.

The risk of a significant rise in temperature exists not only in the clutches <B> to </ B> friction <B> to </ B> sec but also in the clutches <B> to </ B> friction called wet, if necessary in the form of clutches <B> to </ B> slats and which operate under the effect of a viscous operating liquid such as a hydraulic fluid. As an example of this type, there is an alternating gearbox known from the document <B> 198 00 </ B> 490 <B> Al, </ B> comprising two clutches the melles one of which is provided for walking before, the other for the reverse. The document <B> DE 198 00 </ B> 490 <B> Al </ B> is mainly concerned with the cooling of both clutches <B> to </ B> lamellae, sufficiently using a working fluid viscous. Despite fluid cooling, even in the case of slat clutches, the overheating of friction clutches represents a considerable problem because the operating fluid passing through usually the grooves of the lining or the like means to evacuate the heat, can pass any amount between the slats, because on the one hand too much liquid passage in the grooves of friction coatings or the like would generate pressure antagonistic between the friction surfaces of two adjacent lamellae and thus reduces the torque transmission capacity of the friction clutch (with a corresponding rise of the slip and the additional frictional heat thus released, ac the difficulty of overheating) and also because the operating fluid would be overheated by its passage between the lamellae and thus be destroyed.

Overheating clutches <B> to </ B> slats can lead <B> to </ B> that when disengaging, the friction surfaces no longer separate completely and that the clutch that is supposed to be disengaged still transmits torque, which causes considerable drag torque to arrive in the associated switchable gearbox. In the case of the application of clutches <B> to </ B> slats <B> to </ B> a multiple clutch installation including an installation <B> to </ B> double clutch of the type defined above, one could again have commutations in the switchable gearbox, in load with corresponding excessive stress of synchronization in the gearbox <B> to </ B> switching. An opportunity to deal with the problem of overheating at the level of friction clutches in the event of unfavorable operating conditions, for example in the event of a starting problem for a motor vehicle, is to <B> to </ B> provide a starting element in addition to the first and the second clutch device in the form of a hydraulic clutch having a hydrodynamic clutch comprising a hydrodynamic circuit with a rotor pump, a turbine rotor and if necessary a crown. The drive element can be connected in parallel with one of the two friction clutches so that regardless of the clutch condition, this friction clutch can act on a common input shaft of the gearbox. A clutch installation incorporating two slat clutches and such a starter element is described in applicant's <B> DE 199 </ B> 46 <B> .5 </ B> document filed on <B> 30.09. .1999. </ B>

According to the document <B> DE </ B> 44 <B> 15 </ B> 664 <B> AI, </ b> a multiple clutch system is known in which, to selectively activate a clutch device < B> to </ B> lamellae among several clutch devices <B> to </ B> lamellae, a set of torque transmission between a drive member and one of the different output members is established. The output members in such multiple clutch devices are generally constituted by relatively long axes coaxially engaged <U> in each other, for example gearbox input shafts. Due to their large length, such gearbox input shafts have a relatively low torsional stiffness and thus function as torsion springs integrated in the drive line. This additional elasticity often leads <B> to </ B> of <B> de - </ B> troublesome settings of the resonant range of such a transmission line. To avoid this, it would be possible to install in such a drive line, upstream of the gear box, that is to say, upstream of the various transmission paths of the torque integrated into the gearbox, a damper of torsional oscillations of known construction, for example in the form of a flywheel <B> to </ B> multi-mass # Dle. Such torsion damping damper, however, entails an additional bulk and an increase in the cost of the system. In addition, this can create difficulties in that the integration of such a torsion damping damper upstream of the gearbox also moves the position of the natural frequencies in the region of the input axes of the gearbox. If the eigenfrequencies are shifted to a high rotational speed range, within this rotational speed range, such an upstream torsion damping damper will not be able to damp the oscillations sufficiently. To avoid excitations of oscillations it is further known to operate the different clutch pads with slip at least in certain ranges of rotational speeds. But <B> at the </ B> side of the energy loss in drag, this results in excessive wear of friction surfaces. As part of the inquiries made by the applicant <B> to </ B> about installations <B> to </ B> double clutch, gold. found in general that in the case of wet clutches, sealing problems and problems related to lost power are encountered. It has furthermore been found that on the basis of concepts known here, the limiting conditions relating to the available axial and radial space can not be met or only with difficulty. In the case of clutches actuated by pistons integrated in the clutch installation, where appropriate clutches <B> to </ B> membrane, the arrangement of piston chambers associated with the pistons has proved problematic.

In a multiple clutch system, where appropriate a double clutch installation, mounted in the transmission line of a motor vehicle, between a power unit and a gearbox, a clutch installation comprising a first device clutch system has a first gearbox input shaft and a second clutch device associated with a second input shaft for transmitting the torque between the driving force and the gearbox, the clutching devices can advantageously be embodied in the form of clutch devices <B> to </ B> slats, one of which has an effective radius of friction, larger than the other, for example because the pack of slats of one of the cladding devices <B> to </ B> slats surrounds the package slats on the other, to optimally utilize the volume that is unstoppable. Compared to <B> to </ B> a reference input quantity (for example a reference actuation pressure such as the maximum hydraulic pressure that can be supplied by a hydraulic pressure source) for the two clutch devices, different effective friction radii are obtained for the pairs of friction surfaces which can be engaged with different torque transmission capabilities. Thus, for example, the maximum transmittable torque is different.

In this context, according to a first feature of the invention, measures are taken to bring the torque transmission capacitance of the clutch device of small friction radius effective and that of the clutch device <B> to < / B> slats <B> to </ B> greater effective radius of friction, at least approximately when <B> to </ B> a reference quantity defining the intensity of the friction grip for the two devices clutch (as for example the reference quantity constituted by the pressure <B> of </ B> actuation) <B>. </ B> On the basis of the same size <B> of </ B> input, this gives the two clutch devices, at least ap proximately the same torque transmission capacity, that is to say that for the same input quantity they can transmit the same torque. In the case of hydraulic <b> hy - </ B> actuation of clutch <B> to </ B> clams in the direction of a clutch, both clutch devices can be controlled from the same way on the basis of an identical ration between the transmitted torque or <B> to </ B> transmit and the hydraulic pressure, and for example for the two clutch devices <B> to </ B lamellae can be used a common pressure regulator or the like in combination with a simple switching valve. As already <B> already </ B> indicated, clutch devices each have an actuating piston delimiting a pressure chamber for actuating, preferably engaging the clutch device <B> to < / B> using a fluid under pressure, preferably a hydraulic fluid.

To bring the torque transmission capabilities of the clutch devices closer together, it is proposed in this context that the actuating piston <B> of the clutch device <B> to </ B> small radius blades of effective friction has an effective pressure application surface exposed to the pressurized fluid, at least to actuate the clutch device, larger than the operating piston of the clutch device <B> to </ B> lamella having <B> plus </ B> large effective friction radius.

The clutch device <B> to </ B> slats <B> plus </ B> large effective friction radius can advantageously be provided as starting clutch. Due to the larger size of the friction surfaces in the peripheral direction, for this clutch device <B> to </ B> slats, it is possible to predict without difficulty a reduced surface pressure in relation to <B> to </ B > that in the other clutch device <B> to </ B> lamel- at the friction surfaces, to reduce the wear caused by the slip on start.

According to the invention, it is particularly important that the clutch device with greater effective radius of friction has a greater number of lamellae than the clutch device <B> with </ B> slats plus pe- effective friction radius. The greater torque transmission capacity related to the larger number of slats ratio <B> to </ B> the reference input quantity can be com ered according to the invention for example by a suitable choice the size of the surfaces of application of effective pressure. According to a second characteristic which is essentially independent of the first, the invention relates to a drive system intended in particular to be integrated in the transmission line of a motor vehicle to transmit a motive force between a power unit the appropriate an engine <B> to </ B> internal combustion and the drive wheels characterized in that it includes <B>: </ B> # a multiple clutch installation if any clutch installation double that relative to <B> to </ B> a reference torque flow has an input side if any associated <B> to </ B> the driving unit and at least two output sides associated with the case where appropriate to a transmission line gearbox and which is controlled to transmit the torque between on the one hand the input side and on the other hand one selected from the output sides, # an electrical machine to rotate the associated poses to the sides input around a common axis <B> to </ B> the electrical machine and <B> to </ B> the clutch installation and / or in case of rotating components around <B> l 1 to retain electrical energy, the electric machine having a stator with a stator action zone and a tor with a rotor action zone, and / or a vibration damping device torsion ratio relative to the reference torque flow, comprises a primary side and a secondary side rotating relative to the primary side about an axis common to the device damping torsion oscillations and <B> to </ B> the multiple clutch installation, against the effect of a device with damping elements, # and among the primary side and the secondary side, one is coupled or can be coupled to the input side in the direction of a connection rotational drive or matches it.

A combination of an electric machine and a vibration damping device - # '- ons <B>' </ B> is known, for example according to the document <B> DE 199 </ B> 14 <B In this known system, the torsional oscillation damping device is either bolted with the support device of the rotor action zone by screws or similar means on the axis of the rotor. drive, either coupled to one side of the primary and secondary with the support device, to rotate in common or to be integrally rotated to the motor shaft. This results in a relatively bulky construction which creates difficulties especially for its integration into a transmission line of small vehicles automobiles. This is all the more true if the system consisting of the electric machine and the torsional vibration damping device is provided in combination with a multiple clutch installation <B> to </ B> instead of an installation. clutch simple, usual.

According to a development of the drive system according to the second characteristic, different driving systems (including the multiple clutch system and the electric machine or multiple clutch system and the damping device torsion oscillations or the multiple clutch installation, the electric machine and the torsion damping device) are proposed which allow, among other things, a simple mounting of the drive system in the transmission line, an optimization of the damping of the oscillations caused by excitations generated by the rotational operation and the reduction of the necessary space requirement.

For a simple integration of the drive system in a transmission line, it is proposed in particular that the drive system comprises a first part <b> <u> </ u> </ b> and an associated partial system < B> to </ B> a power unit and a second partial system associated with a gearbox, and to integrate the drive system in a transmission line between the power unit and the gearbox, it assembles the gearbox with the first partial system mounted thereof and the power unit with the second partial system mounted thereon, coupling the two partial systems. For this purpose, it is generally provided that to integrate the drive system into a transmission line between a power unit and a gearbox, the first partial system is first assembled on the power unit and the second partial system. on the gearbox, then the gearbox and the power unit by coupling the two partial systems. The coupling of the two partial systems is parti- cularly simple if the first system by the first coupling element and the second system by the first system. com takes a second coupling element, these elements being each carried out with a training formation which, relative to a relatively axial relative movement compared to B / B > one of the partial systems, common axis, allows reciprocal rotation drive engagement with coupling of the two partial systems during assembly of the gearbox and the drive unit.

The drive formations may be in the form of an internal toothing of an external toothing.

first partial system comprises the torsion oscillation damping device and the second partial system comprises the multiple clutch installation.

may provide a starter gear ring associated with the first or second partial system.

If an electric machine is part of the drive system, it is generally interesting that the first partial system comprises the electric machine and the second partial system the clutch system. multiple.

But it could also be envisaged that the first partial system comprises the stator and the second partial system the rotor and the multiple clutch installation, or else another possibility according to which the first partial system comprises the rotor and the second partial system the stator and the multiple clutch installation.

If there is additionally a damping device torsion oscillations, then the first partial system may include this device. In order to optimize damping of the oscillations and optimally use the available space, it is also interesting that the second partial system comprises the torsion damping device.

The drive system may comprise a coupling device, for example with a flexible plate, used to connect the drive system to the unit. '</ B> drive or <B> to </ B> the gearbox, and <B> the </ B> one of the two partial systems includes the coupling device or consists of it, and the Other features multiple clutch installation so torsion vibration damping device and / or electric machine. In general, the coupling device is associated with the first partial system so that it comprises the coupling device or is constituted by it.

For all the variants mentioned, it is preferable to install as simple as possible if at least one of the partial systems is a pre-assembled assembly which is mounted on the power unit or on the gearbox. In a very advantageous way, the two partial systems are pre-assembled assemblies which are mounted on the drive unit or the gearbox.

In general, it is proposed that the rotor action zone is coupled or can be coupled by the support device to rotate integrally with the component associated with the input side.

According to an advantageous characteristic, the multiple clutch installation comprises a first clutch associated with a first gearbox input shaft of a gearbox of the transmission line and a second clutch device associated with the second gearbox input shaft, for transmitting torque between the power unit and the gearbox, and at least one of the gear shafts. The gearbox is a hollow shaft, one passing through the other axis of entry of gearbox shaped hollow shaft.

The clutch devices are preferably slat (generally wet) clutch devices. It is advantageous to optimally utilize the available volume, the radially outer clutch device among the clutch <B> to </ B> plates surrounds the radially inner clutch device annularly. .

It is particularly advantageous that the multiple clutch installation comprises a clutch hub serving as the input side or associated with the hub having the following: a training formation, if necessary, external toothing for coupling the torsion vibration damping device, or for coupling an output element of the power unit and / or of an electric machine coupling element, or and # a driving formation, if appropriate an internal toothing, for coupling an operationally associated liquid pump on the inlet side, where appropriate a pump <B> to </ B> oil, via from a pump drive shaft <B> to </ B> oil.

First and foremost from the point of view of reducing the size of the drive system, it is proposed that the drive system comprises at least one part that operates 1-lement and / or structurally and / or at least one integrated zone on the volume plan in at least two of the following installations: <b>: </ b> the multi-tip clutch system, torsional vibration damping device if this exists and the electrical machine if it exists.

According to another advantageous variant, for the combination of an electric machine and the torsional oscillation damping device, the support device is provided at least a part of the primary side or the secondary side.

By the functional or structural integration that is to say by the integration of the support device or a part thereof in the torsion vibration damping device, one can mount components, and formed sets By means of the electric machine, the torsion damping device can be brought closer together with the advantage of reducing the overall size or the overall length of such a partial system compared to the known systems according to US Pat. state of the art.

For example, it is possible for the support device to form part of the primary or secondary side serving as a support for the force developed by the damping element device. For a symmetrical transmission of efforts without risk of mutual seizure on the primary side and secondary side, it is further proposed that one of the primary and secondary sides, preferably the <B>. </ B> mayor side, comprises two zones at least one axially spaced force support, preferably as re-covering disk areas, and that the support device constitutes at least one of the support zones. The other side of the primary side and the secondary side may have a central element that penetrates axially between the two zones of force on one side.

To further reduce the size is proposed according to a development that the support device with its area constituting at least a portion of the primary side n +. or secondary, is located mainly radially <B> '</ B> # B of the stator and / or the rotor, and overlaps at least axially this area.

In order to optimally utilize the available space, it is furthermore proposed that the multi-clutch insertion is arranged in the vicinity of a subsystem of the drive system comprising the electrical machine and the vibration damping device. tor sion, and that it preferably extends over a radial zone substantially equal to or smaller than this subsystem.

The relative arrangement mentioned above dis positive torsional vibration dampers, electric machine and multiple clutch installation allows for example an optimal use of the available space in case where the bell of the gearbox, receiving <B> sys - </ b> drive system or part of it is conical shape.

According to another variant, the multiple clutch installation is located radially <B> to </ B> inside the stator and / or the rotor, and overlaps it axially at least by zone.

In this case, the torsion damping device is provided axially in the vicinity of a subsystem of the drive system which comprises <b> 1 </ B> multiple clutch installation and the stator and the where appropriate the rotor, and preferably extends over a radial zone substantially equal to or smaller than this subsystem.

The <B> </ B> subsystem <B> </ B> referred to above refers to a partial system of the drive system according to the invention which does not necessarily mean a partial system in the sense of the characteristics of the montage mentioned above.

In conjunction with a sta tor support device associated with the stator, from the point of view of reducing the number of parts and saving space, functional integration may be advantageous. For this, a stator support device which carries the stator forms a wall or a wall segment of a reception chamber receiving the multiple clutch installation and rendered preferably sealed in the case of an installation. multiple wet clutch.

In this case, the rotor is carried by at least one support member which extends essentially <B> - </ B> the axial direction <B> to </ B> from an area of the part of the side primary secondary side acting as a force support, and located radially <B> to </ B> outside the <B> to </ B> damping element <B>. </ B> The embodiment is particularly advantageous in combination with the design that the multiple clutch system is located radially in the stator or rotor and overlaps at least one thereof in the axial direction.

It has already been mentioned that multiple clutch installation can be a wet clutch installation. In this case, it is extremely advantageous for the positive torsional damping damping device to be housed in the wet enclosure of the multiple clutch system. Thus, without producing the torsional oscillation damping device with at least one chamber receiving the damping element device, it is possible to have a damp operating mode for the vibration damping device. <B> A </ B> side <B> of </ B> an integration into the volume for the damping device of torsional oscillations in the multiple clutch installation, as indicated above, it is also envisaged a functional or structural integration of the torsional oscillation damping device in the multiple clutch system. Thus, the torsional oscillation damping device integrated in at least one transmission path between the input side, if applicable the hub of the clutch installation, and at least one output sides of the multiple clutch system.

If only one torsional oscillation damping device is provided which can operate independently of the output side chosen for the transmission of the torque, the torsion damping device can be integrated into a segment. a torque transmission path which constitutes <B> to </ B> both a portion of a first torque transmission path between the input side and the first output side, thus one part of a second channel transmission path # 3le between the input side the second output side. In this context, it is advantageous for the torsion oscillation damping device to act directly or indirectly between an inlet-side entry portion, optionally comprising a clutch installation hub or hub, and a support if necessary, the outer support of the multiple clutch installation, which is preferably part of the outer clutch device <B> to </ B> slats of the clutch system multiple. This allows to use the available space excellently.

According to one variant, the torsional oscillation damping device is provided between the hub of the clutch installation and at least one torque transfer element mounted to rotate with the lamella support but which can rotate relative to the hub of the clutch. clutch installation, said torque transmission member preferably extending from the radial hub area of the clutch installation to a segment of the slat support.

In addition, it is advantageous if the input piece or a preferably disk-shaped coupling part fixedly fixed in rotation to this input piece forms a part of the primary side serving as a support. forces of the device <B> to </ B> damping elements, or / and the transmission element preferably couples at least by disk-shaped zone, constitutes a part of the secondary side serving as a support forces of the device < B> to </ B> damping elements.

According to another feature, it is proposed that the damping elements of the device with amorphous elements or / and the associated sliding elements <B> to </ B> thereof are guided in the peripheral direction on the torque transmitting element and / or are supported in the axial direction and / cu in the radial direction.

Particularly advantageous development is characterized in that <B>: </ B> # damping elements or sliding elements are guided or supported on at least one guide segment of the torque transmission element which is inclined in the radial direction and in the axial direction, the damping elements or the sliding elements are preferably further guided or supported on several adjacent tabs of the guide segments, in the peripheral direction, tabs which are defined in the element of torque transmission and are cleared thereof, and which are directed <B> to </ B> the opposite of the layout of the guide segments, obliquely in the radial direction and in axial direction. Such a torque transmission element can be made for example of sheet metal, my expensive </ u>.

From the point of view of the good use the available space it is proposed that the torque transmission element is located with its area constituting at least one part of the secondary side and if necessary with at least <B> 'Il < A guide segment substantially radially <B> to </ B> the inside of the stator and / or the rotor, and preferably axially overlapped at least regionally with it.

In this context, it is furthermore advantageous for the damping device of the damping device to have torsional oscillations to be provided in the radial zone of a radially inner clutch device "installation". multiple clutch.

It has already been mentioned that the multiple clutch installation can be a wet clutch setup. Such clutch systems are currently installed in a receiving chamber provided between the gearbox and the power unit, and whose wall usually formed at least in part by the housing bell of the gearbox is fixed relative to to the rotating parts of the clutch system, and constitutes the wet chamber of the clutch system. It is then necessary to implement adequate means to ensure the tightness of this in wet area <B>; </ B> it is necessary to achieve this seal during the integration of the multiple clutch installation in the 'transmission line . In general, leakage faults will only be detected on the test stand of the transmission line, so that the transmission line must be opened again to solve the problem of leaks.

With regard to this, it is particularly advantageous to develop a drive system in particular with a wet multiple clutch system, having a wall delimiting the wet chamber cooperating in the direction of the rotational drive with the input side, that is, rotating with it, and between the input side and the wall a torsional vibration damping device is provided to allow relative rotation between the input side and the wall in the context of a predetermined angle of rotation by the torsion oscillation damping device. According to another possibility, the wall constitutes the input side or a part thereof or is solidarily connected in rotation to it.

According to this proposal, the multiple clutch installation can, to a certain extent, be equipped with a humid enclosure rotating with the clutch installation or with components thereof, and which is advantageously sufficiently leaktight. vis-à-vis the outside to require only the implementation at most of means - duits to ensure tightness between the gearbox and the power unit in the receiving chamber of the ins- -al- lation clutch. The impermeability of the damp enclosure does not fall due to the realization of the multiple clutch installation included in the wall, if it is intended checking the tightness of the wet enclosure prior to assembling the drive line with the multiple clutch installation mounted on the transmission, or particularly advantageously with a clutch installation multiple pre-assembled before mounting on the gearbox. For this purpose, it is possible to use only multiple clutch systems or drive systems whose tightness has been checked and integrated in the respective drive line.

It may be advantageous for the wet chamber to operate with a total cooling fluid filling, in particular a total oil filling, so that, in the case of producing the clutch device in the form of the <B> device, </ B> slats, the slats will be better swept by the coolant and thus allow better cooling. With regard to the total filling of a stationary reception room between the gearbox and the power unit, we arrive at <B> <B> <B> </ B> </ b>. </ B> a considerable reduction in the volume of oil.

As <B> already </ B> indicated, the torsional oscillation damping device can act between the input side (if applicable the hub of the clutch system) and the wall <B>; </ According to another development, the wall is integral in rotation with the lamella support or constitutes the support of lamellae. The integration of the shock absorbing device with torsional oscillations can be done in the multi-clutch system so that the input part or preferably a disc-shaped coupling part fastened firmly to <B> to < This input piece constitutes a part of the primary side serving as support for the forces of the damping element device, and cavities and / or bosses and / or bearing elements. are provided <B> to </ B> inside the wall, to serve as support or guide the secondary side of the device <B> to </ B> damping elements.

Another possibility is that the positive damper of torsional oscillations acts between the lamella holder and the wall.

In this case, in order to integrate the damping device with torsion oscillations in the multiple clutch installation, cavities and / or bosses and / or support elements provided <B> to </ B> within the wall are intended to support or guide the primary side of the device <B> to </ B> damping elements, or / and a slat support segment of the slat support, at least one segment of Coupling which preferably extends substantially in a radial direction, constitutes a portion of the secondary side serving as a support for the forces of the <B> device with damping elements. <B> A </ B> side of the coupling <B> already </ B> evoked on the input side because the intermediary of the hub of the clutch installation forming part of the input side, one can also consider a coupling device comprising a flexible plate. In the case of the realization of the multiple clutch installation with the wall, it can serve as input side and be coupled by the coupling device <B> to the motor unit, the coupling device preferably acting in a radially outer zone on the wall.

In the case of carrying out the multiple clutch installation with the wall, it is advantageous that the damping element of the torsional oscillation damping device is in the radial zone of the one <B> or </ B> of the clutch device outside <B> to </ B> slats of "multiple clutch installation, <B> or </ B> radially <B> to </ B> the outside clutch device <B> to </ B> lamellae, radially outside.

According to a third characteristic, the invention relates to a multiple clutch installation, if necessary a double clutch installation intended to be installed in the transmission line of a motor vehicle between a power unit. and a gearbox, where appropriate as part of a drive system according to any one of the preceding features; the clutch facility has an associated input side <B>; </ B> the power unit and at least two output sides associated with the gearbox <B>; </ b> the clutch system has a first clutch device associated with the first output side and a second d - 'spos-'tif clutch associated second of the output-com for the transmission of torque between the power unit and the gearbox, the clutch devices being dis disks clutch wet installed in a humid chamber of the clutch installation According to the inv a wall defining the wet enclosure is connected in rotation <B> to </ B> an input side -U <B> to </ B> one of the output sides, where appropriate nar by means of a torsional oscillation damping device, or the wall forms an inlet side and the outlet side or a part thereof, or is integrally connected in rotation <B> to </ B> that -this. This makes it possible to obtain the advantages mentioned above. In particular, it is possible for the wet enclosure to operate with a total filling of cooling fluid, in particular a total filling of oil, so that in the case of an embodiment of the clutch devices in the form of cooling devices. clutch <B> to </ B> lamel- -les, the slats of these devices can be swept by the coolant and thus allow better cooling.

With regard to a total filling of a stationary reception chamber between the gearbox and the drive unit, the volume of oil is considerably reduced and it avoids the problems of <B> already </ B> mentioned evacuated at the level of the receiver, at the point of assembly between the gearbox and the power unit.

It is proposed that a torque transmission path between the input <B> side and at least one of the output sides of the multiple clutch plant passes through the wall. .

One possibility is that the wall forms an outer lamella support for the outer lamellae of a clutch device constituted as the lamellar device. This functional integration allows a reduction in the number of components.

Another possibility is characterized in that the wall is connected in rotation with a lamella support, preferably an outer support of lamellae, if necessary external, of a clutch device produced in the form of a clutch device <B> to </ B> slats, if necessary via a damping device seur torsion oscillations, and couple the support the melles to the input side or <B> to </ B > one of the output sides, or serves as the input or output side.

Reference will be made to the explanations given above for integrating the torsional oscillation damping device into the multiple clutch system with a wall. The multiple clutch system can also be implemented as a multi-clutch system of the drive system described above. The invention also relates to a driving line of a motor vehicle having, between a motor unit and, where appropriate, an internal combustion engine (B), an associated clutch plant <B> to </ B> the gearbox having at least one characteristic of the invention.

The invention furthermore relates to a driving line <B> t </ B> of a motor vehicle including, where appropriate, a motor unit <B> to </ B> in combustion, a box and between the power unit and the gearbox, a drive system according to another feature of the invention.

The present invention will be described after <B> to </ B> using examples of embodiment shown schematically in the accompanying drawings in which <B>: </ B> # the <B> f </ b> igure is a partial sectional view of a double clutch with two clutch devices <B> to </ B> slats installed in the drive line of a motor vehicle between a gearbox and a power unit, # Figures 2-14 show variations of the dual clutch installation of Figure 1, <B> Figures 15-19 show dual clutch embodiments. according to the invention each comprising a damping device of torsion oscillations integrated <B> to </ B> clutch and in part (examples of realization of figures <B> 16 to 19) </ B> a closed chamber Wet, delimited by a rotationally integral wall, FIGS. 20-22 show the drive systems according to the invention comprising a double clutch according to the inventi Combination <B> with </ B> a torsion damping device and an electric machine for example a crankshaft starter-generator.

Figure <B> 1 </ B> shows a dual clutch installed in a transmission line <B> 10 </ B> between a drive unit or power unit and a gearbox. The drive unit which is for example an internal combustion engine is shown <B> to </ B> the figure <B> 1 </ B> only by its output axis 14, where appropriate the crankshaft, with coupling <B> to </ B> a torsional vibration damper not shown, serving as the coupling end <B> 16. </ B> The gearbox is shown <B> to < / B> Figure <B> 1 </ B> by a segment of the gearbox housing 20 delimiting a bell <B> 18 </ B> and by two main axes (input axes) of box 22, 24 <B>; </ B> these two axes are hollow <B>; </ B> the input axis 22 is substantially coaxial <B> to </ B> the input axis 24 that it passes through. <B> A </ B> the inside of the input shaft 22 is a pump inlet shaft connected <B> to </ B> a pump <B> to </ B> Oil not shown <B> to </ B> Figure 1, </ B> located on the side of the gearbox as will be detailed.

The double clutch 12 is placed in a transmission bell <B> 18; </ B> the inside of the bell is closed in the direction of the drive unit by a cover <B> 28 </ B> by in the opening of the casing forming the bell or / and locked in it by an elastic ring <B> 30. </ B> As the embodiment of Figure <B> 1, </ B> l Double clutch comprises friction clutches, wet, for example membrane clutches. In general, to make a tight connection between the cover <B> 28 </ B> and the clutch housing formed by the transmission bell <B> 18, </ B>, for example, an O-ring or a other seal. Figure <B> 1 </ B> shows a seal <B> 32 </ B> with two sealing lips.

The inlet of the double clutch 12 is constituted by a clutch hub 34 consisting of two annular segments <B> 36, 38 </ B> fixed relative to each other <B> to </ B>. another for reasons which will be given later. The clutch hub 34 passes through a central opening of the cover <B> 28 </ B> in the direction of the drive unit <B>; it is coupled by an outer denier 42 <B> at </ b> the torsional oscillation damper, not shown, which allows a torque transmission between the coupling end <B> 16 </ B> of the crankshaft 14 and the clutch hub 34. If it is desired to suppress the torsional oscillation damper in general or to remove it from this point of the transmission line, coupling hub 34 <B> can be directly coupled to </ B> the coupling end <B> 16. </ B> The drive shaft <B> 26 </ B> of the pump has <B> at </ B> its end remote from the box gear, an external toothing 44 meshing with an internal toothing 46 of the annular segment <B> 36 </ B> of the clutch hub 34 so that the drive shaft <B> 26 </ B> of the pump rotates with the clutch hub 34 and thereby drives the pump <B> to </ B> oil when the clutch hub 34 rotates <B>; </ B> it is usually the drive unit and in some possible operating situations of the gearbox through the double clutch (for example in an operating situation characterized by the keyword <B> </ B> engine brake <B>). </ B>

The cover <B> 28 </ B> extends radially between a segment of the peripheral wall of the bell <B> 18, </ B> annular, <B> de - </ B> limiting a radial cavity < B> 50 </ B> of the bell <B> 18 </ B> of the housing and the annular segment <B> 38 </ B> of the hub 34 <B>; </ B> it is advantageous to provide a device sealing member and / or a rotational bearing 54 between a radially inner wall region <B> 52 <B> 28 </ B> and the hub 34 in particular the annular segment < B> 38 </ B> especially if as in the example shown, the cover <B> 28 </ B> is set <B> to </ B> the bell <B> 18 </ B> of the housing and does not rotate with the double clutch 12. The seal between the cover and the hub is nota = required if as in the exemplary embodiment, it is clutch devices of a clutch double with wet clutches. Great operational safety is guaranteed even in the case of oscillations and vibrations, if the sealing device and / or the bearing device 54 are axially mounted on the cover <B> 28 </ B> or and are attached to the clutch hub 34, for example by end segment of the cover edge <B> 52, </ b> curved radially inward as it appears <B> to </ B> the figure < B> 1. </ B>

A support plate <B> 60 </ B> is integral in rotation on the annular segment <B> 38 </ B> of the hub 34 <B>; </ B> this support plate transmits the torque between the hub 34 and an outer lamellar support <B> 62 </ B> of a first slat clutch device 64. The outer slat support <B> 62 </ B> extends towards the gearbox and radially inwards, towards an annular part <B> 66 </ B>, which solidarily rotates the outer lamellar support <B>; </ B> it is mounted <B> to </ B> rotation < B> to </ B> using an axial and radial bearing device <B> 68 </ B> on the two input shafts 22, 24 gearbox to support <B> to </ B> > both the radial and axial forces applied to the gearbox input shafts. The axial and radial bearing device <B> 68 </ B> allows relative rotation between the annular portion <B> 66 </ B> and the <B> to </ B> both the gearbox input shaft 22 and the gearbox input shaft 24. The structure and operation of the axial and radial bearing device will be detailed later.

The annular portion <B> 66 </ B> carries axially, more towards the drive unit, an outer lamella support <B> 70 </ B> of a second clutch device <B> to </ B> slats <B> 72, </ B> integrally rotated <B>; </ B> its package of slats 74 is annularly surrounded by the slat package <B> 76 </ B> of first clutch device <B> to </ B> slats. The two outer slats <B> 62, 70 </ B> are, as already <B> already </ B> indicated, connected in rotation by the annular part <B> 66 </ B> and they cooperate in common for the transmission of the torque, by the support plate <B> 60 </ B> in torque transmission connection by a form connection with the external toothing of the outer support <B> to </ B> slats <B> 62, </ B> for the clutch hub 34 <B>; </ B> they are thus connected by the torsional oscillation damper (not shown) to the crankshaft 14 of the motor unit. With respect to the normal path of the torque from the power unit <B> to </ B> the gearbox, the outer lamellae <B> 62, 70 </ B> are used as input for the clutch device <B> to </ B> slats 64, <B> 72. </ B>

A hub portion <B> 80 </ B> of an inner slat support <B> 82 </ B> of the first clutch device <B> to </ B> slats 64 is integrally rotatably mounted on the input axis 2 of the gearbox via a trapezoidal toothing zoid or similar means. Correspondingly, the radially outer gearbox input shaft 24 carries, via a conical toothing or the like, a hub portion 84 of an inner slat support <B> 86 </ B> of the second clutch device <B> to </ B> slats <B> 72 </ B> by a rotationally solid connection. With respect to the normal path of the torque between the drive unit in the direction of the gearbox, the inner supports of the lower ones 82, 86 are the output side of the first and second devices. clutch <B> to </ B> slats 64, <B> 72. </ B>

Reference will again be made to the axial and radial bearing of the annular portion <B> 66 </ B> on the transmission input shafts 22, 24. For the radial mounting of the annular portion <B> 66, < / B> two groups of radial bearings <B> 90, </ B> <B> 92 </ B> are used mounted between the external radially external transmission shaft 24 and the annular part <B > 66. </ B> The axial mounting of the annular portion <B> 66 </ B> is from the point of view of the support towards the power unit, by the hub portion 84, with a bearing axial 94, the hub portion <B> 80 </ B> and a resilient ring <B> 96 </ B> axially locking the portion of means <B> 80 </ B> against the internal input shaft 22 of the gearbox. The annular portion <B> 38 </ B> of the clutch hub 34 is mounted by an axial bearing <B> 68 </ B> and a radial bearing <B> 100 </ B> on the hub portion < B> 80. </ B> From the gearbox casing, the hub portion <B> 80 </ B> is carried axially by the axial bearing 94 at its end segment of the axle. 24-speed box entry, radially outside. The hub portion 84 may be retained directly on the input shaft 24 against an annular stopper or similar means or by a particular elastic ring in the direction of the gearbox. Since the hub portion 84 and the annular portion 66 can rotate relative to each other, an axial bearing can be provided between these two components in the where bearing <B> 92 </ B> does not have axial bearing and radial bearing function. For this last function, one will refer <B> to </ B> the example of realization of the figure <B> 1. </ B>

Significant advantages are obtained, if in <B> 1 </ B> exemplary embodiment shown, the outermost segments of slats <B> 62, 70 </ B> extending in the radial direction are provided on an axial side of a radial pi-an extending towards the axis <B> A </ B> of the double clutch 12 and that the segments of the inner lamella supports <B> 82, 86 </ B> which extend in the radial direction for the two clutch devices <B> to </ B> lamellae are provided on 'the other axial side of this radial plane. This allows a particularly compact construction especially if, as in the embodiment shown, the lamella supports of a kind (outer supports lamellae or internal supports lamellae <B>; </ B> in the example of embodiment, these are the outer lamellar supports) are connected in rotation and serve as input sides for the clutch device <B> to </ B> lamellae concerned, for the flow of forces between the power unit and gearbox.

The double clutch 12 integrates the actuating pistons of the clutch devices <B> to </ B> sipes, in the case of the exemplary embodiment shown, to actuate the clutch devices <B> to </ B> slats in the direction of the clutch. A first actuating piston <B> 110 </ B> associated with the clutch device <B> with </ B> sipes 64 is mounted axially in the segment of the outer support of lamella <B> 62 </ B> extending radially and belonging to the first slat clutch device 64 and the segment of the outer flange support <B> 70 </ B> extending radially, and belonging to the second clutch device <B> to </ B> slats <B> 72, </ B> by being axially sliding on the two outer lamella supports and on the annular part <B> 66 </ B> with the interposition of seals 112, 114, <B> 116; < / B> a pressure chamber <B> 118 </ B> is delimited between the outer support of lamella <B> 62 </ B> and the actuating piston <B> 110 </ B> as well as a chamber 120 for compensation of the pressure generated by the centrifugal force is delimited between the actuating piston <B> 110 </ B> and the outer support of lamella <B> 70. </ B> The pressure chamber <B> 118 </ B> is connected by a channel of pressurized liquid 122 made in the annular portion <B> 66, </ B> with a supply of liquid under pressure <B>; </ B> in the case sent, it is the pump <B> to </ B> oil <B>; </ B> this connection is linked <B> to </ B> the pressure control installation, if necessary a control valve <B>; </ B> pressurized liquid channel 122 is connected via a connecting sleeve, optionally integral with the gearbox and receiving the annular portion <B> 66. </ B>

It should be noted here that the annular portion <B> 66, </ B> can be made in fact in two parts to facilitate its manufacture especially for the realization of the liquid channel under pressure 122 and another channel of pressurized liquid, with two segments of annular portion in the form of sleeves engaged into each other as indicated <B> to </ B> Figure 1. </ B>

An actuating piston <B> 130 </ B> associated with the second clutch device <B> with </ B> slats <B> 72 </ B> is mounted axially in the outer support of slats <B> 70 </ B> of the second clutch device <B> to </ B> slats <B> 72 </ B> and a wall portion <B> 132, </ B> extending essentially radially, mounted integral in rotation and in a sealed manner on an axial end zone, remote from the gearbox and belonging to the annular portion 66, being guided in a sealed manner by means of seals 134, <B> 136, 138 </ B> on the outer lamellar support <B> 70, </ B> on the wall part <B> 132 </ B> and on the annular part <B> 66 </ B> a pressure chamber 140 is formed between the outer lamellar support <B> 70 </ B> and the actuating piston <B> 130. </ B> pressure compensation chamber generated by the centrifugal force 142 is formed between the actuating piston <B> 130 </ B> and the wall portion <B> 132. </ B>

The pressure chamber 140 is connected by one of the pressurized liquid channel 144 <B> (already </ B> described), in the appropriate manner, such as the pressure chamber <B> 118, </ B>. pressure control system. <B> A </ B> With the aid of the pressure control system or systems, pressure <I> can be applied at the two pressure chambers and 140 (if applicable also simultaneously) by the pressurized fluid source (here it is the <B> to </ B> oil pump) to actuate the first clutch device <B> to </ B> lamellae 64 and / or the second <B> slat <B> 72 </ B> clutch device in the clutch direction. For the recall, that is to say, for disengagement, the diaphragm springs 146, 148 are used, of which the one 148 associated with the actuating piston <B> 130, </ B> is housed in the compensation chamber 142 of the pressure generated by the centrifugal force.

The pressure chambers <B> 118, </ B> 140 are completely filled with pressurized fluid (in this case hydraulic fluid) during the normal operating situations of the double clutch 12 <B>; </ b> The operating state of the clutch devices <B> to </ B> lamellae depends on the hydraulic <b> hy - </ B> pressure applied by the pressure chambers. But as the outer lamellar supports <B> 62, 70 </ B> as well as the annular part <B> 66 </ B> and the actuating piston <B> 110, 130 </ B> and the part <B> 132 </ B> rotate with the clutch axis 14 during movement, even in the absence of pressure applied by the pressure chambers <B> 118, </ B> 140, on the opposite side. the pressure control system, it <B> y </ B> will have pressure increases generated by the centrifugal forces in the pressure chambers, and which at least at high rotational speeds, produce an unwanted clutch or at least the slipping of clutch devices <B> to </ B> slats. For this reason, the pressure compensation chambers 120, 142 receive a pressure compensation liquid and in these chambers it will correspondingly have increases in pressure made necessary by the central force. trifuge and to compensate for pressure increases caused by centrifugal force.

It could be envisaged to fill the pressure compensation chambers 120, 142 generated by the centrifugal force, permanently with a pressure compensation liquid, for example oil, providing, if necessary, a volume compensation to receive the liquid from the compressor. repressed pressure during control of the actuating piston. In the embodiment shown at <B> 1 <B> 1, </ B> the compensation chambers 120, 142 of the pressure generated by the centrifugal force are each filled only with pressure when starting the transmission line and this in connection with the supply of coolant <B>; </ B> in the embodiment shown, it is particularly oil of cooling supplying the clutch devices <B> to </ B> lamellae 64, <B> 72 </ B> through an annular channel <B> 150 </ B> between the annular portion <B> 66 </ B > and the external input shaft 24 of the gearbox, as well as the bearings <B> 90, 92 </ B> permeable <B> to </ B> the cooling oil. The cooling oil flows from a transmission-side connection between the annular portion and the input shaft 24 of the gearbox, towards the power unit, <B> to </ B> across <B> 90 </ B> and <B> 92, </ B> and then flowing in the form of a partial flow between the end segment of the annular portion < B> 66, </ B> away from the gearbox and the hub portion 84 <B>; </ B> the liquid flows radially towards the pack of slats 74 of the second clutch device <B> to < Slats <B> 72; </ B> due to the passages in the internal support of slats <B> 86, </ B> the oil arrives at the level of the slats, passes between the slats of the pack of slats 74 or <B> to </ B> through the grooves of the friction lining and the sipes to escape radially <B> to </ B> the outside <B>; </ B> the oil passes through the passages outer slats <B> 70 </ B> and slats inner support <B> 82 </ B> u level of the pack of slats <B> 76 </ B> of the first clutch device <B> to </ B> slats 64, passes between the lamels of this package or the grooves of the fittings or the like, to cross the slats and exit, then go through exhaust ports and back into the outer support of slats <B> 62 </ B> to flow radially outward. The supply of cooling oil between the annular portion <B> 66 </ B> and the input shaft 24 of the gearbox is also connected to the pressure compensation chambers 120, 142 and this by means of radial bores <B> 152, </ B> 154 in the annular part <B> 66. </ B> As when the power unit is <B> to </ B> shutdown, the cooling oil acting as liquid pressure compensation chamber escapes from the pressure compensation chambers 120, 142 <B> to </ B> because of the absence of centrifugal forces, these chambers are again filled during the operation of the transmission line ( of the vehicle).

Since the pressing surface of the actuating piston <B> 130, <B> associated with <B> to </ B>, the pressure chamber 140 is smaller and extends less radially to outside than the surface of the PBS <B> 130 </ B> associated with <B> to </ B> the compensation chamber 142, the wall portion <B> 132 </ B> was minus a fill limiting orifice <B> 156 </ B> which sets a maximum radial fill level resulting from the necessary centrifugal force compensation for the pressure compensation chamber 142. When the filling level is reached maximum, the oil having passed through the bore 154 escapes through the filling level limiting orifice <B> 156 </ B> and joins the flow of cooling oil radially outgoing between the annular portion <B> 66 </ B> and the hub portion 84. In the case of the piston <B> 110, </ B> the application surfaces of -a pressure oiston associated <B> to </ B> the pressure chamber <B> 118 </ B> and c the pressure compensation chamber 120 are of the same dimensions and extend in the same radial zone, so that it is not necessary to provide a means of limitation Filling calf for the pressure compensation chamber 120.

To be complete, it should be noted that in operation, it <B> y </ B> including other paths of circulation of the cooling oil. Thus, the input shaft 24 of the gearbox comprises at least one radial bore <B> 160 </ B> whereby by an annular channel between the two input shafts of the gearbox, passes another partial flow of cooling oil <B>; </ B> it splits into two partial flows, one of which flows radially between the two hub parts <B> 80, </ B> 84 <B> (to < / B> through the axial bearing 94) and the other between the end zone of the input shaft of the gearbox 22, the opposite side <B> to </ B> that of the gearbox and the hub portion <B> 80 </ B> as well as between this hub portion 84 and the annular segment <B> 38 </ B> of the clutch hub 34 <B> (at </ B>) Bearings <B> 98 </ B> and <B> 1 </ B> to escape radially <B> to </ B> the outside.

As the cooling oil that escapes radially <B> to </ B> the outside could accumulate in the vicinity of a segment radially <B> to </ B> the outside of the piston of action- <B> 110 </ B> of the first clutch release device <B> to </ B> slats 64, and that at least <B> to </ B> significant rotational speeds, the clutch movement of this piston could be prevented by the centrifugal forces generated by high rotational speeds, the piston <B> 110 </ B> has at least one pressure compensation port <B> 162 </ B> allowing the passage of the cooling oil from one piston side <B> to </ B> the other. In this way, an accumulation of cooling oil is avoided on both sides of the piston with a compensation linked to the centrifugal force and the pressures exerted on the piston. It is furthermore avoided that other forces generated by the cooperation of the cooling oil and the piston prevent the necessary axial movements of the piston. Examples of these are hydrodynamic forces as well as the suction and locking of the piston on the outer lamellar support <B> 62. </ B>

It is also possible to provide at least one cooling oil outlet in the radially outer zone, and extending in the radial direction of the outer lamella support <B> 62 </ B> of the first cooling device. Clutch <B> to </ B> slats 64. An oil outlet is shown in dashed lines at 164. However, to achieve sufficient oil passage in the slab pack <B> 76 < Of the first clutch device <B> to </ B> the males 64 with cooling liquid (cooling oil), it is possible to provide a cooling oil guiding element (generally referred to as <B > coolant guide element). Figure <B> 1 </ B> shows in dashed lines that an end lamella <B> 166 </ B> adjacent to the lamellar pack <B> 76 </ B> may have a guide segment of cooling oil <B> 168 </ B> so that the end plate <B> 166 </ B> itself serves as a guiding element for the cooling oil.

To simplify the realization of pressure control installation for the actuation of two clutch devices <B> to </ B> slats, the embodiment of Figure <B> 1 </ B> provides for at least partly to compensate for a lesser amount of torque in order to transmit the clutch device torque <B> to </ B> <B> 72 </ B> radially inner slats <B> to </ B> an actuating pressure given in itself, comparison with other clutch devices 64 (this reduced capacity is <B> to </ B> a lower friction radius effect than that of the radially outer clutch device 64) to ensure at least partial compensation. Under these conditions, the application area of the piston pressure <B> 130 </ B> associated <B> to </ B> the pressure chamber 140 is greater <B> than </ B> the application surface pressure on the piston <B> 110 </ B> and associated <B> to </ B> the pressure chamber <B> 118; </ B> thus, for the same hydraulic fluid pressure in the chambers pressure, the piston <B> 130 </ B> will be subjected <B> to </ B> a greater axial force the piston <B> 110. </ B>

By radial staggering of the seals equipping the piston, in particular also an axial overlap of at least some joints, good use is made of the volume available space.

For slat packs 74, <B> 76, </ B> measures can be taken to avoid the risk of overheating in addition to the <B> already </ B> supply described in cooling oil and the production of orifices oil flow path shown only schematically <B> at </ B> FIG. <B> 1, </ B> in the slats. Thus, it is advantageous for at least some lamellae to serve as intermediate heat accumulators which offer a possibility of evacuation of the heat generated by the operation by means of the cooling fluid (here the cooling oil ) or by thermal conductivity, by the air passing momentarily on the lamella holders to store the heat in an intermediate manner and restore it later, for example when the clutch <B> to </ B> slats, is disengaged. The second clutch device <B> to </ B> lamel <B>, </ B> radially inside, without friction linings ie without slats bearing the friction lining, <B> thicker than the slat support elements of the slats carrying the friction linings, to have for the friction-free saddles a comparatively larger volume of material with a heat capacity of corresponding importance. These slats must be made in a material having a significant heat capacity, for example steel. Friction lining support slats can only be stored intermittently if the usual packing coatings, such as paper, are used because the paper has poor thermal conductivity.

The heat capacity of the friction lining support elements can also be used as a heat accumulator if <B> to </ B> instead of <B> coating materials at low thermal conductivity, materials are used. coating <B> to </ B> high thermal conductivity. The use of sintered friction linings having a relatively high thermal conductivity is contemplated. The difficulty of using sintered gaskets, however, is the degressive profile of the coefficient of friction / i as a function of the spinning speed of rotation (relative rotation speed <B> AN </ B> between the friction surfaces), so that that <B> 11 </ B> has dp / dàN <O. A degressive curve of the coefficient of friction is troublesome to the extent that it may favor the selfexcitation of oscillations in the transmission line or that it can not dampen such oscillations. Therefore, it is advantageous for the lamella package to comprise lamellae with sintered material friction linings and lamellae with friction linings made of another material having a progressive coefficient of friction as a function of the rotational speed of the lamellae. slip (dg / dAN> O) <B>; </ B> thus obtaining for the entire pack of sipes, a progressive friction curve as a function of the spinning speed of rotation or at least a substantially neutral curve for the friction coefficient as a function of the spinning speed of rotation (dji / dAN <B≥ 0); </ B> in these conditions the self excitation of the oscillations in the transmission line is not favored or preferably the rotation oscillations are damped in the transmission line (because of the progressive curve, significant coefficient of friction as a function of spinning rotation speed).

it is assumed here that in the embodiment of Figure <B> 1, </ B> the pack of slats 74 clutch device <B> to </ B> slats <B> 60, </ B> radially <B> In the interior, there is no sintered packing, but that clutch device <B> at </ B> slats 64, radially <B> at </ B> the outside, is preferably used as starter clutch to operate with a corresponding slip. This is the use of the clutch device <B> to </ B> lamellae, radially outside as boot clutch, so that because of the effective radius of friction, more important, this device clutch <B> to </ B> slats can be used advantageously with lower actuation forces (for the same torque transmission capacity) <B>; </ B> thus, the surface pressure compared to the second clutch device <B> to </ B> lamel them can be reduced. This is accentuated if the slats of the first clutch device <B> to </ B> slats 64 have a substantially greater radial height than that of the second clutch device <B> to </ B> slats <B> 72. </ B> If necessary, it can also be used for the pack of slats 74 of the clutch device <B> at </ B> slats <B> 72 </ B> radially inner second dis positive) Friction of sintered material preferably as indicated in combination with friction linings of another material such as paper.

Whereas for the lamellar package 74 of the clutch device <B> to </ B> lamella <B> 72 </ B> radially inner, all the inner lamellae bear a friction lining and all the outer lamellae are without gaskets, so that the end lamellae axially delimiting the lamellae package are outer lamellae, that is to say lamellae without linings and for the first pack of lamellae <B> 76 </ B> of the first device clutch <B> to </ B> friction 64, the inner lamellae are frictionless lamellae and the outer lamellae <B> y </ B> included the end lamellae <B> 166, 170 </ B> are slats <B> to </ B> friction linings. At least the end lamellae <B> 166,168 </ B> according to a preferred embodiment, have much thicker lining elements than the lining support elements of the other outer lamellae and are provided with sintered material coatings for allow the use of the lining support members having a relatively large volume for both end lamellae as intermediate heat accumulators. As with the lamella package 74, the uncoated lamellae are axially thicker than those with a friction coating (with the exception of the end lamellae) to provide a relatively large calorific capacity for the temporary storage of heat. The outer sipes, located axially <B> to </ B> on the inside should at least partly have friction linings in another material <B> to </ B> progressive friction profile, so that the whole package of lamel gives them at least approximately, a neutral curve depending on the speed of rotation of slip.

Other details of the double clutch 112 according to the embodiment described are easily apparent to the specialists, <B> to </ B> the reading of the figure <B> 1. </ B> Thus, the axial drilling of the annular segment <B> 36 </ B> of the clutch hub 34 in which is located the internal toothing 46 for the driving axis of the pump, is closed in a sealed manner the oil by a plug <B> 180 </ B> Firmly installed. Support plate <B> 60 </ B> is locked axially on the outer lamellar support <B> 62 </ B> by two fixing rings <B> 172, </ B> 174 <B>; </ B> the fixing bracket <B> 172 </ B> axially supports the end plate <B> 170. </ B> A corresponding fixing ring is also provided to support the slat pack 74 of the lamella holder outer <B> 70. </ B>

For the production of the outer lamellae of the first clutch device <B> to </ B> lamellae 64 as lamellae carrying a lining, it should be noted that in connection with the association of the outer lamellae at the entrance side of the installation clutch, we get a better ven tilation of the package of slats <B> 76 </ B> if the friction linings this is usual) have grooves in the lining or other passages of liquid, allowing not wise liquid in the package slats even when the slats are engaged. As the input side rotates with the drive unit or the end of the operating power unit, even if the clutch device is disengaged, due to peripheral grooves made in the trim friction or peripheral liquid passages, we have a kind of transfer effect ensuring a better passage of liquid <B> to </ B> through the pack of lamellae. <B> A </ B> the difference of the view of the figure <B> 1, </ B> one could also realize the second clutch device <B> to </ B> lamellae correspondingly, that is to say, realize the outer lamellae as lamellae carrying the friction lining.

Other exemplary embodiments of clutch systems <B> to </ B> multiple disks will be described below with the help of FIGS. 2 <B> to </ B> 14 and in particular an installation of double clutch according to the invention will be described in its various aspects. Since the exemplary embodiments of FIGS. <B> to </ B> 14 correspond by their basic structure <B> to </ B>, the exemplary embodiment of FIG. <B> 1 </ B> and that the Figs. 2 to 14 are perfectly understandable based on the above detailed description of the exemplary embodiment of FIG. 1, this description will not be repeated. in all its details for the exemplary embodiments of the figures <B> to </ B> 14. We will thus refer to the above descriptions of the exemplary embodiment of the figure <B> 1, </ B> the trans position to the embodiments of Figures 2 <B> to </ B> 14 being very widely possible without difficulty. For the exemplary embodiments of FIGS. 2-14, the same reference signs have been used as for the example of embodiment of FIG. 1. As long as the double clutches of the examples of embodiment FIGS. 2B to 14 show the embodiment of FIG. 1, to simplify the presentation, FIGS. 2B to 14 do not count. all the numeric references in Figure <B> 1. </ B>

An important aspect for clutch systems <B> to </ B> wet clutch is that of the sealing of the clutch chamber in connection with the fixing of the cover in the opening of the clutch housing 20.

In the exemplary embodiments of the figures <B> 3, </ B> <B> 6, 7, </ B> the cover <B> 28 </ B> has a radial oversize and is pressed into the opening of the segment 20 forming the clutch housing. As the case may be, there may be depressions and undulations in the cover, there is provided a seal <B> 32 </ B> ensuring the sealing of the clutch housing. The seal also serves to dampen any oscillations with axial movements between the cover <B> 28 </ B> and the clutch housing. an O-ring, can be mounted on the cover and / or on the housing <B>; </ B> in this case an annular groove in the housing (see figure <B> 7b) </ B> or an annular groove is provided in a segment of the edge of the cover <B> 28 </ B> (see figure 7a) for an O-ring, To increase the effectiveness of the seal, <B> to </ B> instead of an O-ring two or more O-rings may be juxtaposed, Another possibility is to use an O-ring with two or more sealing lips (see figures <B> 1 </ B> and 14).

In order to satisfy strict requirements relating to the sealing, the solutions applied to the examples of FIG. 2, <B> 6, 8, 9, 10, <I> 11, </ I> <are considered. / B> 12. For some of these exemplary embodiments (see Figures 2 and <B> 11) </ B> before mounting the cover <B> 28, </ B> is placed a rubber seal or in plastic, alternatively an annular sealing element is injected. The sealing element thus produced bears the reference 200. By mounting the cover, this elastic element, that is to say the rubber ring, is gripped. or plastic material or the sealing member injected between the cover 28 and the housing 20 pa-r an axial clamping. In connection with the seal <B> 32, </ B> double sealing is achieved. Frequently, the seal <B> 32, </ B> is also discarded because the axially gripped sealing element provides a very strong sealing effect. The axial fastening is carried out analogously <B> to </ B> the embodiment of FIG. <B> 1 </ B> by an elastic ring <B> 30 </ B> if the clamping forces acting between the <B> 28 </ B> cover and the housing 20 are not enough. A variant <B> to </ B> that of the elastic ring is made in the example of Figure <B> 5. In the place of the elastic ring, there is provided here a fixing plate 210, annular, for example fixed <B> to </ B> by means of screws 212 to the clutch bolt 20 <B> A </ B> instead of a fixing plate 210, annular, it is also possible to provide several segments of fixing plate. Such attachment of the cover <B> 28 </ B> is also provided in the exemplary embodiment of the figure <B> 8. A </ B> instead of an annular fixing plate or several segments of fixing plate, one could also use screws housed in the clutch housing, with screw heads <B> or </ B> interposed elements (such as washers or springs) that protrude once beyond the tight screws from the radial area of the cover <B> 28. </ B>

A remarkable sealing of the clutch chamber is achieved by the solutions given by way of example in Figures <B> 9 </ B> and <B> 10. </ B> In these examples of realization, after mounting the cover <B> 28, </ B> a sealing mass <B> 205 </ B> is injected, for example a waterproof foam <B> 205 </ B> (as a result <B>: </ B> an elastomer or similar means) in the sealing zone between the cover <B> 28 </ B> and the housing 20. This foam (or generally this sealing mass <B> 205) </ B> can further ensure the function of an axial fixation of the cover <B> 28 </ B> (this then allows to renounce possibly <B> to </ B> the elastic ring <B> 30 </ B> of the Exemplary embodiment of the figure <B> 9. </ B> In addition, the foam <B> 205 </ B> can dampen the oscillations caused by the axial and / or radial relative movements between the cover <B> 28 </ B> and the housing 20. To treat possible residual leaks, for example if one does not e wishes to use a particularly simple sealing device for example only an O-ring, then according to the example of Figure <B> 6 </ B> can be provided an oil collecting means in the form <B A bucket 220 in the clutch housing 20. It is sufficient that the chute is provided in the lower zone of the clutch housing without necessarily being peripheral. The chute can be connected <B> to a collection tank. If necessary it is also sufficient that the chute is emptied by an outlet, periodically during the usual operations maintenance.

another point which must be sealed in the case of one or more wet clutch devices, is radially <B> to </ B> inside, between the inlet side (hub 34) of the clutch installation the neck circle <B> 28. </ B> As the cover 28 is fixed and the hub 34 rotates when the drive unit is running, it must provide a sealing device 54 of appropriate efficiency no pre feeling no excessive wear and resistant <B> to </ B> the rotation of the hub 34 relative to the cover <B> 28, </ B> this sealing device can, if necessary, further ensure a func <B>. </ B> As in the example of Figure <B> 1, </ B> in Figures <B> 3, 9, </ B> 14, we have a axial fastening sealing device 54 made by a curved segment of the edge of the cover or a <B> </ B> flange <B> </ B> (Figure <B> 3, </ B> Figure 14) a tightening of material at the edge of the neck vercle (Figure <B> 9). </ B> In the area e of the <B> </ B> flange <B>, </ B> the cover 28 can be slit. Elsewhere, at least one cover portion must be closed in the radial zone of the sealing device 54, to avoid as much as possible leaks.

An important aspect is that of mounting the clutch system in the transmission line. The clutch assembly is preferably mounted axially and radially on the input axles 22, 24 of the gearbox and not on the body of the gearbox or at most in a secondary manner (for example by through the cover <B> 28 </ B> or / and sleeves receiving the annular part <B> 66). </ B> In this way, the tolerances that the gearbox must meet at the level of the bell <B> 18 </ B> and the clutch installation (double clutch 12) will be less stringent. It is preferable to envisage bearings that serve both as an axial bearing and a radial bearing. Refer to the <B> 68 </ B> bearings of the exemplary embodiments of FIGS. <B> 1, 3 </ B> and <B> 11. </ B> The axial and radial bearings which, according to their realization, are If necessary, the so-called contact bearings may be permeable to the coolant which is here cooling oil and thus allow the advantageous supply of oil on the one hand between the annular part <B> 66 </ B> and secondly between the input axes 22, 24 of the gearbox.

Another feature relates to the guidance of the actuating pistons <B> 110, 130. </ B> As already described in connection with the embodiment of FIG. <B> I, </ B> the piston for actuating <B> 110 </ B> of the first clutch device <B> to </ B> lamellae 64 having the bundle of <B> 76 </ B> lamellae radially outwardly, is slidably guided <B> to </ B> both on the first outer support <B> 62 </ B> of slats and on the second outer support <B> 70 </ B> of slats. This double guide provided <B> to </ B> both on the first and on the second outer lamella support is particularly interesting, if the actuating piston acts on the lamella pack <B> 76 </ B> as in the exemplary embodiments presented here, with a segment <B> 230 </ B> (FIG. 2) having a lever arm projecting from the <B> at </ B> the radial zone of the first pressure chamber <B> 118 </ B> over a relatively large radial distance <B>; </ B> so the effective lever is relatively long. The opposing forces of the slat pack, exerted by the <B> </ B> lever <B> 23C </ B> on the actuating piston <B> 110 </ B> can thus be deflected safely in the outer lamella brackets without defor- ming the actuating piston <B> 110, </ B> which may cause self-locking. Such deformations are less <B> to </ B> fear for the second actuating piston <B> 130, </ B> if as in the exemplary embodiments presented here, the segment of the actuating piston <B> 130 </ B> protruding from the second bundle of the saddles 74, is less protruding in the radial direction and therefore <B> </ B> of force amplification <B> < / B> <I> if - </ I> significant by an effective lever. Further guidance is provided for guiding the first actuating piston <B> 110 </ B> on the second outer lamella support for the second actuating piston <B> 130 </ B> in the same manner by intermediate joint <B> 136 </ B> on the wall part (see figure <B> 1). </ B>

An important feature is the sealing of the pressure chambers and pressure com pensation chambers. In the exemplary embodiment of FIG. 2, the pressure compensation chamber 142 has a particularly advantageous embodiment of the sealing element <B> 136. </ B> This sealing element bearing here the reference < B> 1361 </ B> is a domed sealing element applied on the outer radial edge of the sheet metal part forming the wall <B> 132 </ B> or injected on this edge. This particularly advantageous sealing element <B> 136 '</ B> makes this sealing element not fit with the actuating piston <B> 130 </ B> since this <B> element <B> 1361 </ B> is fixed axially on the edge of the wall part <B> 132. </ B>

The sealing element <B> 1361 </ B> of FIG. 2 may have an axial dimension such that when the second clutch device <B> 72 </ B> is engaged, this element is applied with be the corresponding segment of the second actuating piston <B> 130 </ B> and act as a <B> element to </ B> spring assisting the opening of the second clutch device <B> to </ B> sipes <B> 72, </ B> that is to say ensuring the preload of the actuating piston <B> 130 </ B> in response to its disengaged position. The seal 114 acting between the second outer lamellar support <B> 0 </ B> and the first actuating piston <B> 110 </ B> can be correspondingly formed so that the disengaging movement the first actuating piston <B> 110 </ B> is supported by the seal 114. The disengagement movement of the second actuating piston <B> 130 </ B> may be supported alternatively or in addition to the part of wall <B> 132 </ B> elastically deformable. By supporting the disengagement movements of the actuating piston, it is believed that the clutch devices <B> with </ B> sipes respond more rapidly in the direction of the disengagement than if they In the case of Figure 2, the two diaphragm springs <B> are placed in the pressure compensation chamber. 120, 142 respectively.

Variant embodiments of the sealing elements, annular elements which extend substantially in the axial direction, are shown in FIGS. 7c, <B> 7d </ B> which reveal variants of realization of the double clutch 12 in the area bearing the reference x <B> to </ B> in Figure 7a.

According to the embodiments shown <B> to </ B> in FIG. 7c, the outer lamella supports <B> 62 </ B> (or / and <B> - </ B> as a variant / complement <B> - </ B> in the pistons <B> 110), </ B> the annular grooves 24 <B> have been machined; </ B> these grooves form with the associated surface of the other respective part (piston or superstructure). outer port of slats) a labyrinth seal. This eliminates the sealing elements made of plastic, rubber or similar materials. This is particularly advantageous insofar as the two parts of the seal which cooperate in the direction of sealing have the same coefficient of thermal expansion. Thus, in case of variations or oscillations of temperature, there will be no significant modification of the friction between the two parts of the seal or no significant deterioration of the sealing effect J, which is likely to succeed. B> to </ B> leaks.

Another possibility of realization of the joints is given <B> to </ B> the figure <B> 7d. At the location of the gasket 112 which in section extends mainly in the axial direction (FIG. 7a), the figure <B> 7d </ B> shows a gasket 1121 whose section s' extends mainly in the radial direction, and which is placed in a deformation <B> 250 </ B> of the first actuating piston <B> 110. </ B> Sealing element 112 'acts against a peripheral surface inside the first outer lamella holder <B> 62 </ B> like a squeegee. The sealing member 1121 is clamped between the inner peripheral surface of the outer lamellar support <B> 62 </ B> and the bottom of the deformation 250 of the actuating piston <B> 110 </ B> so that 'in the disengaged first clutch device <B> to </ B> the males 64, one obtains the curved shape for the sealing element 1121 as shown <B> to </ B> the figure <B> 7d. </ B> When the first clutch device <B> is engaged to the lamel, this results in a detent and an elongation (in the direction of the section) of the element 1121. The sealing element 1121 in the situation of the figure <B> 7d </ B> is thus such that the actuating piston <B> 110 </ B> is in its end position stroke corresponding to the disengagement of the clutch device <B> to </ B> slats, being biased for maximum sealing. Correspondingly, in the alternative embodiment of that of Figure <B> 7d, </ B> the sealing member is concerned during the clutch of the device, is biased for a maximum sealing engagement. For this, <B> to </ B> instead of the sealing member 1121, it is possible to use a sealing element like the one shown <B> to </ B> the figure <B> 7d </ B > to place it in deformation <B> 250; At the relaxed state not yet shown, the sealing element is bent in the opposite direction to the sealing element 112 '. In this way, the sealing element 112 "is biased by the pressure in the pressure chamber <B> 118 </ B> and by the axial movement of the actuating piston <B> 110 </ B> in the direction of engagement with increasing <B> </ B> <B> </ B> and thus increasing stress in the direction of sealing. Tightened, elongated condition of sealing member 112 "is returned <B> to </ B> the figure as another extension and will be reached during the clutch movement of the first actuating piston <B> 110 </ B> only when it reaches its axial end position of the clutch and may result primarily from the action of the pressure in the pressure chamber <B> 118 </ B> on the sealing element 112 "this pressure applies complementary l sealing element in the cavity <B> 250. </ B> is thus effected a particularly effective sealing of the pressure chamber <B> 118 </ B> and especially <B> to </ B> the engaged state or during the clutch engagement clutch device <B> to </ B> slats 64 corresponding. It is extremely advantageous to provide a maximum sealing effect when the actuating piston is in its clutch end position, that is when the lamella package <B> 76 </ B> is compressed to the maximum and there is a maximum pressure in the pressure chamber <B> 118. </ B> In particular in this operating situation, it is necessary to <B> at </ B> any price avoid a leak. Another advantage of the embodiment variant represented at <B> f </ B> igure <B> 7d </ B> corresponding <B> to </ B> the zone x of the figure 7a (the same remark applies to the other joints associated with the actuating piston) is the saving especially of axial size, because a groove made in a side is enough and the hollow of the groove can be in a segment. directed radially from the actuating piston <B> 110 </ B> (or alternatively from the outer lamella support) <B>. </ B> This makes it possible to have small wall thicknesses. The groove which corresponds to this deformation can be manufactured in a simple manner, for example by rolling.

The type and nature of the mounting of the actuating piston and in particular the joints which are associated with it have an influence on the axial and radial space requirement. 'An important parameter in this context is that of the angles <B> ai, </ B> # 2, # 3 represented <B> to </ B> the' figure <B> 5; </ B> in the example shown at <B> at </ B> 5, </ B> these angles correspond respectively <B> to </ B> approximately <B> 550 </ B> for (ai), approximately 450 for (# 2) and about 250 for (a: 3) <B>. </ B> The angles ai, # 2, # 3 are the angles between a horizontal parallel <B> to </ B> the axis < B> A </ B> and the lines intersecting the joints 114, <B> 136, </ B> the joints 112, 134 and the joints <B> 116, 138. </ B> It was found that a provision joints in a corresponding angular range <B> at </ B> an angle # 1, # 2, a: 3 of the order of <B> 100 to 700 </ B> was advantageous from the point of view of compactness 12. The angles (xi and # 2 are particularly important for this, as Figure <B> 5 </ B> clearly shows that it is not necessary to have corresponding seals in the same way. same diameter or radius. compactness, it can be extremely advantageous to place these seals <B> at </ B> different diameters or radii <B> (to </ B> the figure <B> 1, </ B> one has the rays ri and r2 for seals <B> 116 </ B> and <B> 138). </ B> This makes it possible in particular to make the effective surface of the first <B> 110 </ B> lower actuating piston < B> to </ B> the effective surface of the second actuating piston <B> 130, </ B> to adjust the actuating pressures between them in the pressure chambers <B> 118, </ B> 140. The reason is that in general the two clutch devices must transmit the same torque, but the second clutch device <B> to </ B> the males, because of its smaller average friction radius for its package of slats than that of the slat pack <B> 76 </ B> of the first clutch device <B> to </ B> slats 64, requires for this a greater application pressure. Another possibility for the second actuating piston <B> 130 </ B> is to provide a larger effective pressure surface exposed to the pressurized liquid in the pressure chamber than that acting on the first piston of the pressure piston. Actuation <B> 110 </ B> according to Figure <B> 13. </ B> In addition, reference is also made to the embodiment of the example of Figure <B> 1. </ B>

Independently of the detail of the clutch installation, it is important in wet clutch devices to avoid the troublesome effects of the coolant, in particular the cooling oil or similar liquid thus used. In connection with the embodiment of Figure <B> 1, </ B> the annoying effects of the pressure of the oil generated by the centrifugal force can be reduced by <B> at </ B> openings (such as holes) in the slat supports and / or the actuating pistons. In particular, it is possible to avoid the deformation of the lamella supports, which could cause a blockage or deterioration of the movement of the drum. In connection with the openings <B> 162, </ B> 164 of the piston <B> 110 </ B> and the outer support of the lamella <B> 62 </ B> (see figure <B> 11), </ B> it is particularly interesting to make the adjacent end strip <B> 166 as a guide element with a guide segment <B> 168 </ B> to ensure a sufficient volume flow <B> <B> 116 </ B> despite the risk of coolant leaking <B> to </ B> through holes <B> 162 </ B> and 164 A corresponding passage opening <B> 160 </ B> corresponding to the exemplary embodiment of Figure <B> 11 </ B> is additionally provided in the support plate <B> 60. </ B> orifices <B> 162, </ B> 164 and <B> 260 </ B> are designated globally as means for producing the pressure generated by the centrifugal force of the first device from clutch <B> to </ B> slats 64.

In the exemplary embodiment of FIG. 13, the first outer lamella support <B> 62 </ B> and the first actuating piston <B> 110 </ B> are made of a particular way from the point of view of the cooling oil outlet orifices <B> 162, </ B> 164, for the first part to gain axial space at the level of the outer lamellar support <B> 72 </ B> of the second clutch device <B> to </ B> lamellae (internal device) and, on the other hand, if necessary, to have a rotational locking preventing any rotation of the first actuating piston <B> 110 < / B> in relation to the external lamella support <B> 62. </ B> For this, the first outer lamella support <B> 62 </ B> and the first actuating piston <B> 110 < / B> have partial cavities alternating in the circumferential direction, so that the non <B> de </ B> locations of the actuating piston <B> 110 </ B> come into the unobstructed areas of the external support of slats <B> 62 </ B> and that i Conversely, the non-exposed areas of the outer lamellar support <B> 62 </ B> come into the open areas of the actuating piston <B> 110. </ B> Providing for such locking in rotation is interesting in that it prevents any additional stress on the joints between the outer lamellar support <B> 62 </ B> and the actuating piston <B> 110 </ B> by microrotations due to irregularities in the motor. For this locking in rotation, it is necessary that the actuating piston <B> 110 </ B> and the external support of lamellae <B> 62 </ B> also penetrate one into the other when the first device d 'clutch <B> to </ B> slats 64 is <B> to the engaged state while otherwise, this commitment would not be necessary.

For the compensation of the pressure generated by the centrifugal force in the pressure compensation chambers, at the actuating piston itself, in the embodiments of FIGS. 2B to 14, the chamber of pressure associated <B> to </ B> one of the actuating pistons and the associated pressure compensation chamber <B> to </ B> this actuating piston correspond each time <B> to </ B> the same axial zone, so that the filling level limiting means in the form of a filling level limiting orifice <B> 156 </ B> of the pressure compensation chamber 142 of the embodiment of Figure <B> 1 </ B> is not necessary. In general, for the balancing of the centrifugal forces applied to the piston, it is not essential that the pressure chamber seals have the same radius and that joints must be provided for the pressure-compensating chambers. Above all, it is important that the pressure difference generated by the centrifugal force between the pressure chamber on the one hand and the pressure-compensating chamber on the other hand does not exceed a maximum value and has a tendency of <B> to </ B> cancel. The pressure difference depends not only on the outside diameter of the pressure chambers defined by the outer radial seals, but also on the inside diameter of the pressure chambers defined <U> by </ U> radial inner seals <B>; </ B> > we can thus act on this difference. If necessary, it is also possible to provide the means already mentioned for limiting the level of filling.

An important element is the treatment of the power lost in the multiple clutch system and, if applicable, the double clutch system, in friction-operated operating situations of a respective clutch device, in particular in the case <B> where </ B> clutch device is patina. For this, it is extremely interesting that the clutch devices are made by clutch devices <B> to </ B> wet slats, as is the case in the embodiments of Figures <B> 1 14. For efficient rinsing of packets 74, <B> 76 </ B> and thus efficient removal of frictional heat, the lamella supports preferably have suction orifices. associated run <B> to </ B> each pack of slats and generally bear the reference <B> 270 </ B> to figures <B> 3 </ B> and 4. In the case of slat packs having slats uncoated metal (usually steel shells) and coated slats, the passage holes <B> 270 </ B> are preferably provided for the coolant (here cooling oil) to pass through. directly on the steel slats at least when the clutch device <B> to </ B> slats concer born is <B> to the engaged state. This applies in particular if the friction coatings are insulating materials such as paper, since then virtually all the heat capacity of the slats paquet is constituted by the steel slats.

It is not necessary that the <B> 270 </ B> Borehole orifices of each <B> 82, 86 </ B> inner lamella bracket and the outer lamella bracket holes <B> 62 , <B> 70 </ B> are directly facing or aligned. On the contrary, it is advantageous to have an axial offset of the passage orifices relative to each other to lengthen the cooling oil circulation path between the inner lamella support and the outer support of the saddles, for that the oil stays longer at the slat pack and has more time to take heat from the steel slats and the gap between the slats frictionally engaged with each other.

In this context, it should be noted that it is particularly advantageous for the oil which passes through the lamella packets to act in the direction of clearance on the lamellae and thus promotes rapid disengagement of the clutch device <B> to </ B> corresponding slats. Thanks to <B> to </ B> a corresponding arrangement of through holes <B> 270 </ B> and thanks to <B> to </ B> a possibility of evacuation of oil from the area of the pack of slats in the direction of the actuating piston (in conjunction with a reduction or suppression of an axial oil outlet of this zone of the lamellae pack, in the opposite direction to the support plate <B> 60) </ B> there is an effective oil circulation between the lamellae and the axially extending annular segment of the lamellar outer support <B> 62, 70 </ B> and / or inner support of lamellae <B> (82, 86) </ B> exerting a drag effect on the lamellae.

Much of the lost power is created at the start of the clutch device used as a starting clutch. Care must be taken to ensure that the clutch device used as a starting clutch is cooled in a particularly efficient manner. If, as is preferentially provided, the first slat clutch device 64 having an outer slat pack <B> 76 </ B> functions as a starting clutch, it is of interest. a significant portion of the volume flow of oil passes over the inner clutch device <B> 72. </ B>

For this, as shown in FIGS. 4 and 11, the second inner slat support 86 may have passage orifices 280 to allow oil flow on the pack of lamellae 74 radially outwardly to the pack of lamellae <B> 76. </ B> The inside lamellar support <B> 82 </ B> of the external clutch device < The slats 64 are preferably used as the oil flow guiding head, so that at least a substantial portion of the oil passing through these through-holes <B> 280 </ B > reaches the through holes <B> 270 </ B> provided on the slat pack <B> 76 </ B> of the slats inner support <B> 82. </ B> In this context, the realization of the Extremity slat <B> 166 </ B> with a guide segment <B> 168 </ B> is particularly interesting, as this ensures that the oil passing through the through holes <B> 270 </ B > of inner slats <B> 280 </ B> pass at least mainly through these passage holes and sweeps the pack from the Belles 76. </ B>

For example, in order to better control the frictional heat generated during start-up or slipping, the heat capacity of the clutch device can be increased, particularly in the case of the first <b> of the </ B>. clutch device 64 through different means. Thus, it is possible for this clutch device, here called the first radially outer clutch dis-positive, to increase the number of sipes relative to that of the sipes of the other device. clutch. Thus, in the examples of FIG. 2, <B> 11 </ B> and 12, the first clutch device (outer positive dis) 64 has more blades than the inner clutch device (second clutch device). ) <B> 72. </ B> It has been found that the greater heat capacity of the <B> 76 </ B> slab bundle has been found to warrant the greater amount of material. implied by the different number of lamellae, to manufacture the lamellae of the two clutch disks. Another possibility is to make at least some friction coatings into a heat conducting material. For example, the evoked sintered garments can be used in conjunction with the exemplary embodiment of FIG. 1. In the exemplary embodiments of the figures <B> 3 10 </ B> and <B > 13, </ B> the radially outer lamellae bearing the coating (end lamellae), that is to say the radially outer lamellae, comprise sintered friction garments. Because of the high thermal conductivity of the sintered coatings, these end lamellae can advantageously be used to store the power lost, especially that lost during start-up. To have a particularly high heat capacity, these end plates are made with a relatively large axial thickness. We will refer to the explanations given <B> to </ B> about the example of realization of the figure <B> 1. </ B>

Another possibility to increase the heat capacity available is to use the support plate <B> 60 </ B> as the friction surface of the lamella pack as is the case in the embodiment examples of FIG. 2, <B> 11 </ B> and 12. The support sheet <B> 60 </ B> has a mass much larger than that of the different slats and thus a much larger heat capacity, which allows it to temporarily accumulate a quantity more frictional heat. The support plate has a large surface which can come into contact with the cooling oil, which effectively removes the heat temporarily stored in the cooling oil to the support plate <B> 60 . </ B>

A difference between the exemplary embodiment of FIG. 11 and FIG. 12 is that the rightmost lamella having a coating in the lamel bundle the <B> 11 </ B> B> 76 </ B> (for example a sipe <B> to </ B> paper coating) in the case of the embodiment of Figure 12 is shorter in the radial direction (towards the inner radial direction ) that in the case of the exemplary embodiment of the figure <B> 11. </ B> The reason for this means is that a pressure of irregular face of the slats with a coating can create difficulties for example driving < B> at </ B> the splitting of the coating. In the case of the embodiment of Figure <B> 11, </ B> it is possible to fear an irregular surface pressure of the outer lamella having a coating which is in the immediate vicinity of the support plate <B> 60, </ B> because the friction surface of the support plate associated with the lamella joins a transitional surface area, rounded in which the lamella is no longer sufficiently supported in the axial direction. It is obvious that one could also increase the friction surface of the support plate in radial dimensions so that the neighboring lamella is supported by everything regularly. But this would result in a larger radial footprint. Unlike <B> to </ B> this, the solution of FIG. 12 is preferably chosen. In this case, the outer lamella which can be frictionally engaged with the friction surface of the support plate <B> 60 </ B> and which is directly adjacent to this support plate <B> 60, </ B> is radially shorter, that is to say that it has a smaller internal radius than the other lamellae and so that <B> y </ B> has a smaller average friction radius than it does other outer lamellae. The radial dimension of this outer lamina is defined as a function of the radial dimension of the friction surface of the support plate <B> 60, </ B> so that the friction surface of the support plate <B > 60 </ B> is essentially flat in the radial zone of the outer lamella. The other slats with a coating (outer slats) may have a greater radial dimension than the slat bearing the coating and which directly adjoins the support plate <B> 60 </ B> (outer slat), because the Inner lamella, axially the outermost <B> to </ B>, and adjacent, (steel lamella) ensures even surface pressure even on large friction surfaces.

To regulate the surface pressure, it is also possible to have other lamellae bearing coatings in the lamellae package and which are distinguished by their mean friction radius, that is to say that in the case of the outermost membranes, has different inner rays. For this, in the steel slats, without coating, it is possible to intentionally use a deformation of the steel slats by temperature profiles, <B> to </ B> opposite effect, lie <B> to </ B> the heat . It is also possible to adjust intentionally by corresponding temperature profiles, thermal deformations of the steel lamellae, which compensate for the thermal deformations of other steel lamellae, so that overall, there will be a regulated surface pressure. The question of friction coatings made of different materials in a bundle of slats has already been mentioned in connection with the embodiment of FIG. 1, to thereby realize the friction profile between a progressive profile, a neutral profile and a degressive profile. Preferably, there will be a progressive friction coefficient profile or at least one neutral profile to oppose the establishment of torsional oscillations in the transmission line and thus torsional oscillations do not constitute a difficulty, for example because special means have been taken to dampen or suppress torsion cIlations. It is thus perfectly conceivable to make all the friction linings of a pack of sintered slats so that all the slats bearing a friction lining are available thanks to their heat capacity as a storage medium. intermediate heat.

It has already been mentioned in the examples of embodiment FIGS. 2B to 12, that the two springs <B> to </ B> membrane 146, 148 (see FIG. 2). ) are provided in the respective pressure compensation chambers (120 or 142) to <B> use the available volume. According to the exemplary embodiment of FIG. 12, the outer lamellar support <B> 70 </ B> has a radially <B> to </ B> the outside of the membrane spring <B> 70 , a step of height <B> (b) </ B> serving as a stop for <B> f </ B> in stroke for actuating piston <B> 110. </ B> Height <B> (b) </ B> of the step is defined according to the thickness of the spring <B> to </ B> diaphragm 146 to prevent bending of the spring <B> to </ B> membrane in the <B> ' - opposite <B> to </ B> that of Figure 12 by the actuating piston <B> 110 </ B> which moves to the right. Thus, it is not necessary to have a flat bearing surface for the diaphragm spring 46 on the inner support <B> at </ B> slats <B> 70, </ B> so that this support < B> 70 </ B> may have an interesting shape of section from the point of view of reducing the necessary space requirement.

In all the exemplary embodiments of FIGS. 1 to 14, the clutch installation is coupled by the clutch hub 34 to the driving unit of the drive line and this preferably by through a torsional vibration damper like the one shown <B> to </ B> as an example <B> to </ B> the figure <B> 13. </ B> Also, in all the embodiments of Figures <B> 1 to </ B> 14, there is provided a pump drive shaft <B> 26 </ B> as radial axis the most <B> to </ B> the and this is coupled by a toothing to the clutch hub 34. This effect will be referred to this explanation to the explanations given in the example of embodiment of the figure <B> 1. < / B>

For reasons of manufacture, the hub is preferably made in two parts (the annular segments <B> 36, 38 </ B> of the hub of the figure <B> 1). </ B> In the examples of realization 2, <B> 5, 8, 9, 10, 11, </ B> 12, <B> 13, </ B> 14, the hub 34 is made in two parts, correspondingly while in the examples of embodiment of the figures <B> 3, </ B> 4, <B> 6, 7, </ B> we have a hub 34 in one part.

For manufacturing reasons, it is furthermore advantageous if the hub is in the form of an annular or green part towards the drive unit so that the internal toothing of the hub, associated with the drive shaft pump <B> 26 </ B> can be easily disengaged. The opening of the hub can be advantageously closed by a sealing element such as a sealing plug <B> 180 </ B> as shown in Figure <B> 1. </ B> The sealing plug <B> 180 </ B> can be centered by the inner toothing of the hub: 34 and be welded to the hub. Another solution is that of the exemplary embodiment of the figure <B> 8. </ B> In this case, <B> to </ B> instead of a sealing plug or a means ana logue, one has a sheet metal part <B> 290, </ B> shutter, provided on the hub 34 preferably welded to the annular segment <B> 36 </ B> of the hub <B>; </ B this sheet metal part has on a flange segment, the external toothing 42 associated with the torsional oscillation damper (not shown) <B>. </ B> The sheet metal part shutter <B> 290 </ B> may have a plug-shaped section, for centering this sheet metal part <B> 290 </ B> on the hub 34. Alternatively or additionally, the sheet metal part <B > 290 </ B> may have a plug-shaped segment for the reciprocal centering of the motor input shaft and the gearbox. Such a function can also be provided by the coupling hub 34. In the embodiment of Figure <B>, </ B> the hub 34 is made without opening in the area of the internal toothing.

It should also be noted that in connection with the sealing element <B> 136, </ B> as well as with the passage through the lamellae by the cooling oil, it is advantageous to be able to reinforce the action of disengagement of the corresponding dis-positive clutch <B> to </ B> slats, for example if the device concerned operates with a controlled slip. there could also be other components of the clutch installation acting in this direction, for example the wall portion <B> 132 </ B> which limits the second pressure compensation chamber 142, and which can be used as spring element prestressed in the disengagement direction for the corresponding actuating piston as already <B> has been mentioned above.

* We will refer again <B> to </ B> the embodiment of the figure <B> 13. </ B> The combination presented consists of a double clutch 12 and a shock absorber. torsion of torsion <B> 300, </ B> and is characterized by the simplicity of its assembly in a transmission line. The drive system <B> II </ B> formed by the double clutch and the torsional oscillation absorber thus integrates simply into the transmission line, between any motor unit (motor) and the gearbox. -'7'- particular it is important that the double clutch 12 and torsion damping damper <B> 300 </ B> can be mounted independently of each other on the gearbox ( on the double clutch) and on the power unit (the torsion oscillation damper) and that the gearbox and the drive unit as well as the parts of the system that they carry (double clutch or shock absorber). Torion oscillations can be simply connected by coupling the torsional vibration damper <B> to the input (here the clutch means 34) via external denature. 42 of the clutch hub as well as a corresponding internal toothing of a hub portion <B> 302 </ B> on the secondary side of the torsion damping oscillator <B> 300, </ B> side secondary formed by a disk-shaped portion 304.

To facilitate the mounting of the torsional vibration damper <B> 300 </ B> on the crankshaft, the disk-shaped portion 304 has tool passage holes 314 for tightening the screws 3IL6 <B> to </ B> using a suitable tool, these screws securing the first cover sheet <B> 306 </ B> to the crankshaft or <B> to </ B> the coupling end of the vile brequin . The primary side of the torsional vibration damper <B> 300 </ B> is formed by a first cover sheet <B> 306 </ B> attached to the crankshaft and a second cover sheet <B> 308 </ B> fixed <B> to </ B> this <B>; </ B> this second sheet is provided with the toothed ring <B> 310 </ B> for the meshing of the starter allowing start the power unit in measurement <B> where </ B> it is a <B> to </ B> internal combustion engine, using a starter not shown. A <B> <B> <B> 312 </ B> <B> <B> </ B> <B> <B> <B> <B> <300> </ B> <B> <B> </ B> Bumper Damper Device is housed in a known manner in the part cavities in the form of disc 304 between the two cover plates <B> 306, </ B> <B> 308; </ B> between the adjacent damping elements in the peripheral direction, the cover plates comprise cavities, parts or similar means for providing overall support between the primary side and the secondary side of the device with damping elements in the peripheral direction. The damping members may be supported and guided by spring cups, pads or the like. Other exemplary embodiments of drive systems <B> 11 </ B> according to the invention include - '' multiple clutch installation in particular a dual clutch installation and a damping device of torsion of torsion as well as, if necessary, for example an electric machine formed by a starter / generator of the crankshaft. These means will be described <B> to </ B> using the figures <B> 15 </ B> <B> to </ B> 22. In the description of the exemplary embodiments according to FIGS. 22 will not repeat the explanations for the double clutch 12 only for the modifications with respect to the embodiments described above. The double clutches 12 correspond in their structure and operation, mainly to the exemplary embodiments of Figures <B> 1 to </ B> 14 which allows not to resume the references of these different elements. For the sake of simplification, the hatching of the various components represented in section will also be avoided. By simply comparing the different figures with the figures <B> 1 to </ B> 14, the specialist will immediately recognize the parts shown in section, as well as some details of execution of the double clutches in the figures.

The <B> 11 </ B> drive shown in Figure <B> 15 </ B> incorporates the torsional vibration damper <B> 300 at </ b> the double clutch. The clutch hub 34 carries radial struts <B> 320 </ B> between which are housed the damping, interlocking elements (damping springs) of the damping device <B> 312. </ B> clutch 34 serves as primary side <B> to </ B> the torsional vibration damper <B> 300. </ B>

In the <B> 11 </ B> drive of Figure 15, the secondary side of the torsional vibration damper <B> 300 </ B> is the of torque transmission <B> 60 </ B> called <B> </ B> support sheet <B> </ B> in the previous examples <B>; </ B> this <B> elé - </ B> ment has cavities or tabs released or at the very support elements serving <B> to </ B> to support the damper device <B> 312 </ B> on the secondary side, for support in the direction peripheral. The damping elements of the device <B> 312 </ B> are guided by means of a sliding element <B> 322 </ B> (comprising, for example, sliding pads, spring cups or the like). <B> gliding and guiding members) on segments 324 of the torque transmission plate <B> 60, </ B> segments which are angled relative to <B> to </ B> the radial direction and the axial direction and between which guide tabs <B> 326 </ B> are disengaged from the sheet <B> 60 </ B> to create a roof-shaped guide device, according to the sectional view of the figure <B>; </ B> this device provides guidance and fixation not only in the peripheral direction but also in the axial direction.

The drive system <B> 11 </ B> has a coupling device serving <B> to </ B> coupling the double clutch 2 <B> to </ B> the drive unit in particular <B > at </ B> the coupling end <B> 16 </ B> of the crankshaft. The coupling device <B> 330 </ B> consists of a flexible or flexible plate <B> 332 </ B> bearing radially <B> to </ B> the outside, a ring gear <B> 310 </ B> for the starter <B>; </ B> on the primary side this crown functions as a complementary mass with respect to the torsional vibration damper <B> 300. </ B> The plate flexible <B> 332 </ B> is made in its radially inner part, with a coupling flange 334 which extends in the radial direction and has an internal toothing for coupling with the external toothing 42 of the coupling hub 34. The external toothing 42 of the embodiment shown is provided on an axial coupling flange <B> 336 </ B> of the coupling hub 34. The fixed cover <B> 28 </ B> is mounted by via a rotation bearing device 54 preferably also providing a sealing function, on the coupling flange 334 of the coupling device <B> 330. </ B>

Since the torque transmission plate <B> 60 </ B> on the secondary side and the coupling hub 34 on the primary side of the torsional vibration damper <B> 300 </ B> are associated, relative rotations within the torsion angle allowed by the torsional oscillation damper between the clutch hub 34 and the torque transmission plate <B> 60. </ B> The cutting transmission sheet <B> 60 </ B> integral in rotation on the first outer lamella support <B> 62 </ B> is supported in both axial directions and is mounted radially. <B> to </ B> the interior of the coupling channel 334 of the coupling device <B> 330 </ B> via a smooth ring <B> 338 </ B> preferably also providing the functions sealing member, and having an axial leg segment between an axial flange forming an edge 340 of the torque transmission plate <B> 60 </ B> and the coupling flange 334 and a bra radially between the flange 340 and the clutch hub 34. Via the latter branch of the smooth ring <B> 338, </ B> the clutch hub 34 is pressed in the radial direction relative to <B > to </ B> the drive unit against the torque transmission element <B> 60; </ B> the axial forces received by the torque transmission element <B> 60 </ B> are absorbed by the outer support of lamellae <B> 62 </ B> and are evacuated by the annular part <B> 66; </ B> thus globally we have a closed flow for the forces and the motor unit with its vi crankshaft or the gearbox with its gearbox input shafts can apply or receive forces ensuring the axial retention of the double clutch assembly 12.

To seal the areas for the passage of the double clutch cooling oil to the power unit, the embodiment of Figure <B> 15 </ B> provides a seal 342 between the coupling end <B> 16 </ B> of the crankshaft and the flexible plate <B> 332; </ B> this seal combined with the sealing device and the rotation link 54 is made by example in the form of a radial <B> to </ B> gasket where appropriate <B> to </ B> using any sealing function of the smooth ring <B > 338, </ B> sealing of the axial zone and the axial zone, radially <B> '</ B> inside the coupling flange 334, <B> 336 </ B> and axially between the clutch hub 34 and the coupling end <B> 16, </ B> radially outwardly.

In order to increase the moment of inertia of the crankshaft, it is possible to provide, in addition to the toothed ring gear <B> 310, </ B> a device <B> with </ B> complementary mass on the flexible plate. The exemplary embodiment of Figure <B> 15 </ B> realizes the following concept. The flexible plate <B> 330 </ B> bears the ring gear <B> 310 </ B> and, if necessary, a device <B> to </ b> additional mass. This plate furthermore forms a rolling surface for the rotational bearing 54, if applicable, the radial radial corrugation seal 54 and provides the drive connection between the inlet side (hub of rotation). clutch 34) of the double clutch and the crankshaft, the input side of the double clutch being at the same time the primary side of the torsional vibration damper <B> 300. </ B> In the in the case of the regulation of the torque flow from the power unit towards the gearbox, the clutch hub 34 absorbs the torque of the flexible plate and drives the torsional oscillation damper < B> 300 </ B> and pump shaft <B> 26 </ B>. The transmission plate <B> 60 </ B> associated with the secondary side of the torsion oscillation damper, and which could also be realized with the outer lamellar support <B> 62 </ B> as clutch, is mounted radially on the flexible plate and provides axial support of the clutch hub 34.

The outer lamellar support <B> 62, </ B> is made like the other lamella holders with passage holes for the cooling fluid (cooling oil) so that the coolant feeds the lamellae can exit radially and come into the receiving cavity formed by the bell constituting the housing <B> 18 </ B> of the gearbox, and which incorporates the double clutch. The torsional vibration damper <B> 300 </ B> which is substantially <B> at </ B> the same radial height as the second clutch device <B> at </ B> radially skewed < B> to </ B> inside, is housed in the <B> </ B> clutch housing <B> </ B> formed by the torque transmission element <B> 60 </ B> and the outer support of the saddle <B> 62; </ B> thus the accommodation is done to a certain extent in <B> </ B> the humid enclosure <B> </ B> of the double clutch receiving in operation the cooling fluid (especially cooling oil) so that the torsional vibration damper <B> 300 </ B> is well supplied with coolant which ensures the cooling and / or lubrication. According to the nomenclature chosen <B>. . </ B> the part of the receiving chamber delimited by the bell <B> 18 </ B> and which is here radially <B> to </ B> the outside of the outer lamellar support <B> 62 </ B> and the torque transmission element <B> 60 </ B> could be called <B> </ B> outer wet chamber <B>, </ b> to which the double clutch delivers the cooling fluid. If the torsional oscillation damper were placed in this <B> </ B> external wet enclosure <B>, </ B> could, without providing special means, provide <B> to </ B> the torsional oscillation damper, without a difference, a sufficient amount of cooling fluid.

The mounting of the power unit <B> il </ B> can be done for example by first mounting the flexible plate <B> 330 </ B> with the ring gear <B> 310 </ B> and the O-ring 342 on the engine and then mounting the cover or the sealing plate <B> 28 </ B> with the sealing ring <B> to radial ripples 54. Independently, the double clutch 12 and <B> y </ B> including the torsion damping damper <B> 300 </ B> that it integrates can be mounted on the gearbox as a pre-assembled unit. After the installation <B> at </ B> both of the flexible plate <B> 330 </ B> and the double e-clutch 12, we can assemble the gearbox and the engine, <B> y </ B> included making the <B> bearing </ B> bearing and sealing between the <B> 28 </ B> cover and the coupling flange 334 through the seal 54 <B>; </ b> one could also realize the rotational drive connection by the teeth between the two coupling flanges 334, <B> 336. </ B>

It should also be noted that in the exemplary embodiment of Figure 15, the oil pump and torsional oscillations are mounted in parallel so that the flow the torque goes from driving unit to the pump <B> to </ B> oil without passing through the torsion damping torsions, unlike <B> to </ B> the embodiment of the figure <B > 13 </ B> in which the torsion damping damper <B> 300 </ B> and the <B> to </ B> oil pump are connected in series.

Figure <B> 16 </ B> shows another example of making a double clutch 12 incorporating a torsion damping damper <B> 300. </ B> In this example, the double clutch 12 presents a wall 354 formed essentially of two half-shells <B> 350, 352 </ B> fixed integrally in rotation on the clutch hub 34 and thus rotating with the input of the double clutch 12 is ie with the entrance side. The wall 354 delimits a wet chamber <B> 356 </ B> of the double clutch 12, housing not only the clutch devices <B> at </ B> slats 64, <B> 72 </ B> but also the torsional oscillation damper <B> 300. </ B> The humid chamber or enclosure <B> 356 </ B> preferably having at least during operation a volume occupied by the coolant including cooling oil, is sealed against the outside by an O-ring <B> 358 </ B> and a rotational bearing sealing positive <B> 360, </ B> for example a <B> radial corrugation seal. In the exemplary embodiment of FIG. 16, the clutch hub passage hole 34 which receives the end of the gearbox side of the pump shaft <B > 26, </ B> and which has an internal toothing in engagement with the external toothing of the end of the shaft, is closed by a sealing plate <B> 180, </ B> welded to the hub 34 and that corresponds to the <B> element <B> 180 </ B> in Figure <B> 1. </ B>

The clutch hub 34 is supported by the semi-shell 354 example secured by riveting and the half-shell <B> 352 </ B> welded integrally, via a smooth ring <B> 362 </ B > on the outer lamellar support <B> 62, </ B> axially in the direction of the drive unit. Thus, the flow of forces, closed, maintains the axial meeting of the double clutch. Radially <B> to </ B> the outside of the half-shell <B> 350, </ B> was welded a ring gear <B> 310 </ B> for the starter. Radial <B> to </ B> the outside, the half-shell <B> 352 </ B> carries a ring 364 constituting an additional mass. The starter ring gear <B> 310 </ B> the ring forming the additional mass 364 increase the inertial mass of the primary side of the torsional vibration damper <B> 300. </ B>

In the exemplary embodiment of Figure 1-6, the torsional vibration damper <B> 300 </ B> operates between the wall 354 and the first outer lamellar support <B> 62; </ B> the wall 354 is associated with the primary side and the outer support of lamellae <B> 62 </ B> with the secondary side of the torsional oscillation damper <B> 300. </ B> two half-shells < B> 350, <B> 352 </ B> form an annular guide channel housing a <B> sliding element <B> 322 </ B> or similar means for to guide the <B> device to </ B> damping elements <B> 312. </ B> The damping elements are housed between wall cavities of force support and the slat support segment <B> 363 </ B> of the outer slat support <B> 62, </ B> with support struts <B> 366, </ B> projecting radially outwards. During operation, relative rotations occur between the wall 354 and the outside support of lamellae <B> 62 </ B> within the limits of the pivot or rotation angle permitted by the torsional oscillation damper <B > 300. </ B> These rotational movements are damped to some extent by the friction on the smooth ring <B> 362. </ B>

The clutch hub 34 has a coupling flange <B> 336 </ B> (located radially outside of the crank screw <B> 316) </ B> which has an external toothing in engagement with the internal toothing. a coupling flange 334 having a coupling portion <B> 330 </ B> connected to the <B> coupling end 316 <B> using bolts (Crankshaft bolts <B> 316) </ B> to rotate drive engagement. The teeth are engagement teeth engaged or disengaged by axial axial movement. Any nutation movements are received primarily by the coupling part <B> 330 </ B> and to a certain extent by the flange <B> 336 </ B> of the clutch hub 34 <B>; < Thus, on the one hand the coupling end <B> 16 </ B> or the crankshaft are not loaded by the nutation movements so that there is no risk of rupture and of on the other hand, the double clutch and in particular its torsional vibration damper <B> 300 </ B> are decoupled mainly nutation motions and nutation forces. The charge of the nutating motion occurs mainly at the engagement of the coupling flange 334, <B> 336. </ B>

The wet enclosure <B> 356 </ B> is connected <B> to a cooling oil supply via annular channels provided between the annular portion <B> 66, </ b> transmission input shaft 24, gearbox input shaft 22 and pump drive shaft <B> 26 </ B> <B> to </ B> oil <B >; </ B> for example, as in the example of Figure <B> 1, </ B> between the annular part <B> 66 </ B> and the gearbox input shaft 24 there is a first oil channel <B>; </ B> derived therefrom, a second oil channel between the gearbox input shaft 24 and the box inlet axis 22, provides cooling oil to the wet enclosure <B> 356; </ B> between the gearbox input shaft 22 and the pump inlet shaft < B> 26, </ B> a third oil channel discharges the cooling oil from the wet enclosure <B> 356. </ B> A cooling oil circuit <B> is thus maintained at </ B>. Through the humid enclosure <B> 356 </ b> q It travels the slats and cools them efficiently. In this way the supply of the torsional vibration damper <B> 300 </ B> with guaranteed cooling oil.

The wall 354 is well adapted in shape to the volume occupied by the different components of the double clutch 12 so that the wet enclosure <B> 356 </ B> contains only a relatively small volume of oil. in case of full filling and so the moment of inertia attributed this volume of oil is relatively low. When the transmission line or the vehicle is at standstill, an oil outlet can be allowed from the upper radial zone to the wet box to the box. speeds, the filling being done again during the start-up.

According to Figure <B> 16, </ B> the seal <B> to </ B> Ondu radial tions <B> 360 </ B> does not turn <B> to </ B> the speed of rotation of the motor but it is only solicited by a friction stress according to the rotational movements relative to the wall 254 and the outer support of lamella <B> 62 </ B> as well as the annular portion <B> 66. </ B> The torsional oscillation damper is located radially <B> at </ B> the outer lamellae of the first clutch device <B> at </ B> slats 64 <B>; </ B> As already <B> already </ B> clear as described above, torsional damper chamber is formed by a part of the wet chamber of the double clutch. The moment of inertia of the primary side is increased by the supplementary mass provided radially <B> to </ B> the outside on the wall 354 (ring gear 210 and ring of mass 364) for example to decrease the natural frequency of the system . The input side of the double clutch and the crankshaft are cupped by radially <B> to </ B> plugging teeth outside the crank screws <B> 316 </ B> giving extra effort. reduced at the teeth <B>; </ B> the external toothing of the flange with the hub of e # -nb-scratch 34 are easier <B> to </ B> achieve. The axial support of the clutch hub 34 by the toothing 354 on the outer support of lamellae <B> 62 </ B> gives a closed flow of forces <B>; </ B> the support (Smooth ring <B> 362) </ B> is preferably located as far inward radially as possible to avoid significant tilt moments.

For example, the assembly can be done as follows: <B>: </ B> is installed the coupling element <B> 330 </ B> (also called <B> the mounting flange) on the coupling end <B> 16 </ B> of the vilebrecuin. The double clutch <I> 12 </ I> with the torsion damping damper <B> 300 </ B> that it integrates is mounted as a pre-assembled assembly on the gearbox. Then the gearbox and the engine are connected by establishing the rotational drive connection at the teeth of the head flanges 334, <B> 336. </ B>

The embodiment of the figure <B> 17 </ B> corresponds for the integration of the torsional vibration damper <B> 300 to </ B> the double clutch 12 of a certain point from <B> to </ B> the exemplary embodiment of FIG. <B> 15. </ B> The device <B> to </ B> damping elements <B> 312 </ B> itself formed by damping elements radially interwoven with the compression springs, is on the one hand pressed against the linear branches <B> 320 to </ B> with the aid of a coupling disc < B> 370 </ B> in a single piece with the coupling hub 34 (or alternatively fixed solemnly <B> to </ B> thereof) and secondly on the outer support of slats <B > 62 </ B> by a torque transmission member. The corresponding component <B> to </ B> the <B> 60 </ B> torque transmission element of Figure <B> 15 </ B> is a half-shell <B> 350 </ B> located on the side of the motor unit <B>; </ B> this half-shell is connected <B> to </ B> a half-shell <B> 352 </ B> forming the outer lamel support < B> 62 </ B> to form a wall 354 delimiting the wet enclosure <B> 356. </ B> The half-shell <B> 350 </ B> is supported axially as the element <B> 60 < / B> of the figure <B> 15, </ B> through a ringing ring <B> 338, </ B> on the coupling hub 34 e # _- on the flange coupling 334 which radially guides the thick plate <B> 332 </ B> forming the coupling device <B> 330. </ B> As to a certain extent, the wall 354 acts as the cover <B> 28 , </ B> sealing is performed with a ring <B> at </ B> radial corrugations 54 between the zone of the radially inner edge of the half-shell <B> 350 </ B> and the outer periphery of the neck strap 334. A seal <B> 180 </ B> welded <B> to </ B> the beach neck flange 334 seals the oil flow path to the drive unit.

As in the embodiment of FIG. 16, the construction of FIG. 17 allows filling of the wet enclosure <B > 356 </ B> with coolant, especially cooling oil. The outer lamellar support <B> 62 </ B> is thus produced without an oil passage opening radially outwards. Instead of this, at the fixing segment <B> 363 </ B> the exhaust of the cooling oil is allowed in sufficient quantity, radially <B> at </ B> the outside of the lamellae , in the axial direction. As in the exemplary embodiment of FIG. 16, the torsion damping damping chamber which receives the damping element <B> 312 </ B> is formed by a portion of the damp chamber <B> 356. </ B> The damping elements are provided radially outside the lamellae of the first clutch device <B> to </ B> lamellas 64 <B>; </ B> can thus be used damping elements having a relatively large length in the peripheral direction. For the coupling device <B> 330 </ B> reference is made to the explanations given <B> to </ B> about the example embodiment <B> 15. </ B>

The exemplary embodiment of the figure <B> 18 </ B> essentially corresponds <B> to </ B> that of the figure <B> 17. </ B> But a <B> differs Importantly, the clutch hub 34 of the example of FIG. 18 is in two parts, it is formed of a flange segment. in L <B> 380, </ B> of a coupling disk <B> 370 </ B> part forming the primary side of the torsional vibration damper <B> 300 </ B> and 'an annular part <B> 382 </ B> welded <B> to </ B> this part of coupling disk <B>; </ B> the annular part <B> 382 </ B> has a outer teeth 42. The radially inner zone of the half-shell part <B> 350 </ B> has a shape slightly different from that of the example of 'Ligure <B> 17 </ B> but as in this figure, the flexible plate <B> 352 </ B> is guided in a sealed manner by a ring <B> to </ b> Rough waveforms 54 provided on the coupling flange 334 <B>; < / B> this plate builds via an ann smooth water <B> 338 </ B> on the primary side of torsion damping damper <B> 300 </ B> with axial support. Another smooth ring 384 supports the coupling disk <B> 370 </ B> axially on the hub portion <B> 80; </ b> the smooth ring 384 may optionally include radial grooves to allow <B > to </ B> the cooling oil from the humid enclosure <B> 356 </ B> towards the annular return channel formed between the drive shaft <B> 26 </ B> of the pump and drive shaft 22 of the gearbox.

The embodiment of the coupling hub 34 in two parts according to the example of the figure <B> 18 </ B> is-- advantageous from the point of view of the manufacturing compared <B> to </ B> the realization of only dr piece of the figure <B> 17. </ B>

The exemplary embodiment of the figure <B> 19 </ B> essentially corresponds <B> to </ B> that of the figure <B> 16. </ B> The difference is that the hub of coupling 34 is performed with a blind hole closed on the side of the drive unit to receive the coupling end of the drive shaft <B> 26 </ B> of the pump <B>; </ B> allows the sealing plate <B> to be removed. </ B> The coupling between the coupling end <B> 16 </ B> of the crankshaft and the double clutch 12 of the example embodiment of FIG. <B> 19 </ B> is done by means of a neck device <B> 330 </ B> formed by a flexible plate <B> 332; </ b> it is connected by screws <B> 390 </ B> provided in the radial zone of the device <B> to </ B> damping elements <B> 312, </ B> that is to say radially out of the lamellae of the first clutch device <B> to </ B> slats 64, to be connected <B> to </ B> the wall 354. Vis-à-vis the connection between the uni-té mot and the clutch do Thanks to the inserted <B> to </ B> gearing, the coupling made from the construction according to the figure <B> 19 </ B> has the advantage of absorbing in a particularly efficient way the nutation movements without soliciting strongly coupled parts, by such nutation motions. The flexible plate <B> 332 </ B> thus allows an optimized range neck from the point of view of the nutation movements in being the driving unit and the double clutch. Unlike <B> to </ B> the embodiment of Figure <B> 19, </ B> the flexible plate can also be used as a sealing function for the wet enclosure <B> 356 </ B> and receive the outgoing oil channels <B> to </ B> outside being integrated for example directly in the wall 354.

For the exemplary embodiments of Figures <B> 16 to </ B> <B> 19, </ B> the wall 354 which rotates with the input side or with the inner support of lamella forms a housing <I > closed </ I> for the double clutch 12 and can thus also be designated as housing 354. In principle we can consider a wall that drives with one or components of the double clutch and which is not <B> to </ B> it only case closed but delimits a wet enclosure with a fixed wall. As the sealing means of the wet enclosure, between the rotating wall and the fixed wall is relatively highly stressed in friction, it is advantageous to define the double clutch by a closed housing, rotating with the clutch and B> de - </ B> limiting wet enclosure <B> 356. </ B>

Figure 20 shows another drive system according to the invention. The double clutch essentially corresponds to the double clutch of the figure and is made with a clutch hub 34 in two parts, that is to say the parts <B> 36 </ B> and <B> 38. </ B>

In addition to the double clutch 12 the drive system <B> 11 </ B> comprises a torsional vibration damper <B> 300 </ B> and an electrical machine generally bearing the reference 400, preferably a brequin motor starter / generator. The electric machine 400 comprises a stator 418 carried by a stator support 420 on a motor unit not shown. Stator 418 includes an alternating, stator winding area 422 having a set of stator windings 424 and a lamina stack 426 constituting the yoke. The winding heads 428 of the windings 424 protrude laterally from the sheet package 426. The electric machine 40 further comprises a rotor 430 with an alternating rotor acting area 432 a carrier 434 which will be detailed hereinafter. The rotor alternative action zone 432 comprises a set of permanent magnets 436 carried on its inside and a bundle of plates 438, forming the yoke of the rotor alternating action zone 432. Between the permanent magnets <B> 36 </ B> and zone 422 the gap 440 must be as small as possible for the electric machine 400 to perform best.

The support device 434 comprises two support members 442, 44. The first support member 442 carries the rotor action zone 432 which extends radially <B> to </ B>. > the outside with a segment 446 essentially radially <B>; </ B> in an area radially more <B> to </ B> inside, this first element is connected by a segment 448 which is radially extends, <B> to </ B> the second support portion 444 by a set of rivets distributed in the peripheral direction.

 Radially <B> to </ B> the exterior adjacent the radially extending segment 448, the first support member 442 includes a link segment 450 which extends in the direction of the axis rotationally <B> A </ B> and slightly radially outward <B>; </ B> this segment 450 overlaps the stator action zone 422 in the axial direction or axially spans this zone. Adjacent <B> to </ B> this link section 450, the first support member 442 presents a segment 452 extending substantially radially outward again <B>; </ B> The segment radially outwardly overlaps the winding heads 428 and becomes a segment 454, extending essentially in the axial direction and at least partially spanning in the axial direction, the winding heads <B> 28; This segment 454 is followed by a segment 446 extending essentially in the radial direction.

The primary side 456 of the torsion damper <B> 300, </ B> is the radial segment 448 of the first support member 442 forming a first primary side cover disc area 462. A second primary-side cover disk area 464 is formed, for example, by a special, stamped and suitably shaped sheet metal element. This element has a radially extending segment 466. Opposite in the axial direction of the segment 448 of the first cover disc area 462. The second cover disc area 464 could in principle also be formed by tab segments defined in the first support member 442 and disengaged from that by analogous means. If it is a particular piece of sheet metal, it may be welded to the first support member 442. A snap connection may also be provided by the shape or a sound link of this type. .

To evacuate friction residues from the <B> to </ B> sliding members <B> 322 </ B> radially outwardly, the transient region between the second cover disk area 64 and the linkage segment 450 com have particulate exhaust ports 474 <B>; <b> y </ B> also has particulate discharge orifices 486 in the transition zone between segments 452 and 454.

The secondary side is constituted by a central disk element 480 having a hub portion <B> 302 </ B> provided with an internal den-Lure <B>; </ B> this teeth is enarene with the outer den ture 42 and thus couples the secondary side of the torsional vibration damper <B> 300 </ B> on the input side of the double clutch 12. The damping elements such as damping springs forming the device <B> </ B> damping elements <B> 312 </ B> are supported on the one hand against the primary side for example against axial cavities or -radia formed at segments 448, 464 (and where appropriate 450) and secondly on the secondary side, against radial spacers from the element <B> to </ B> central disk 480 <B>; </ B> cups <B> to </ B> spring can be provided with support elements to better distribute the pressure.

The drive system <B> 11 </ B> in FIG. 20 provides a functional integration between the electrical machine and torsion damping damper <B> 300. </ B> As the first element of FIG. Support 442 forms at least the first cover disk area 462, which reduces the multiplication of parts and saves space. The available volume is optimally used by installing the torsion damping damper <B> 300 </ B> radially <B> to </ B> inside the stator 418. The rotor 430 forms a primary mass. for the torsional vibration damper <B> 300 </ B> while the central disk element 480 as well as the components of the double clutch 12 connected <B> to </ B> this element: constitute in somehow the secondary mass of torsion damping damper <B> 300. </ B> In particular the outer support of lamellae <B> 62 </ B> and the outer lamellae that it carries, participate significantly <B> a </ B> the inert mass on the secondary side.

The drive system of the fuse 20 is disengaged by partially combining the electrical machine 400 and torsion damping damper <B> 300 <B> so to </ B> reduce clutter. The support device 434 of the rotor 430 forms a zone of the damper <B> 300 </ B> serving as aiD # due to the forces, which makes it possible to eliminate, for example, a completely separate covering disc element or an analog medium. ford. In addition, the area 448, 450 of the support device 434 which forms the primary side cover disk area 462 is radially inward of the stator device 418 of the machine machine electrical machine 400. to </ B> outer rotor. Due to the additional and at least partly axial overlap of the electrical machine 400, that is to say in particular of its stator 418 with the torsion damping damper <B> 300 </ B> or its device < B> to </ B> damping elements <B> 312, </ B> it reduces even more the bulk.

The construction of Figure 20 is based on the following basic concept <B>: </ B> the electric machine (starts -,.: R- crankshaft generator) and torsion damping damper <B> 300 </ B > are nested radially while the double clutch is provided axially in the vicinity. The outer diameter of the electric machine is larger than the outer diameter of the double clutch 412 so that a realization with a normally conical gearbox bell (large inner diameter on the motor side and small inside diameter on the side of the the gearbox) allows optimal use of the volume. The double clutch with its clutch devices <B> to </ B> sipes is located in the same radial zone <B> or </ B> radially <B> to </ B> the outside of the shock absorber of torsion oscillations.

According to the construction shown, the torsion damping damper <B> 300 </ B> is provided for a <B> to </ B> dry operation but it can also be realized with at least one chamber for the device damping elements to allow a similar wet operation <B> to </ B> that of a vo lant of inertia <B> to </ B> two masses.

As in the example of Figure <B> 13, the <B> to </ B> oil pump and the torsional vibration damper <B> 300 </ B> are mounted in series so that not only the double clutch 12 but also the oil pump are damped in oscillation by the torsional vibration damper <B> 300. </ B>

The assembly is preferably as follows: a first unit formed by the stator 418 and the stator support 420 a second unit formed by the rotor 430 and the support 434 as well as torsion damping damper <B> 300; </ B> these two units are made in the form of a pre-assembled assembly which is mounted on the motor unit. Similarly, the double clutch 12 is installed as apparently pre-assembled on the gearbox in its bell <B> 18 </ B> and the cover <B> 28 </ B> is placed with the interposition of the gasket. sealing at radial corrugations 54 between the radially inner flange of the cover and the hub 34 of the clutch. Then the gearbox and the power unit are assembled by interengaging the internal toothing of the hub portion <B> 302 </ B> on the secondary side and the external toothing 42 of the clutch hub 34.

The drive system <B> 11 </ B> in Figure 21 corresponds essentially to the <B> 13 </ B> embodiment of Figure <B> 13 </ B>. the double clutch 12 and the torsion damping damper <B> 300. </ B> In this example there is no ring gear <B> 310 </ B> for the starter. Instead, the drive system <B> 11 </ B> comprises an electrical machine 400 serving for example a crankshaft starter / generator whose rotor 430 is held by a support ring or support elements <B > 500 </ B> on the primary side of the torsional vibration damper <B> 300, </ B> formed by the cover plates <B> 306, 308. </ B> stator <B> 502 </ B> pre seen on the gearbox, for example a cast iron part or a stamped part, carries the stator 418 provided radially <B> to </ B> the outside of the double clutch 12. The stator support comprises a radially lower segment 504 and a radially upper segment 506 between which sta tor 418 and rotor 430 are located. The connecting gap bearing reference 406 between the support stator <B> 502 </ B> and the housing bell of the gearbox is made airtight. In addition there is provided a seal <B> at radial corrugations 54 to be the clutch hub 34 and a flange radially <B> to </ B> inside the stator support <B > 502. </ B> The s-nator bracket <B> 502 </ B> replaces the <B> 28 </ B> cover of the example shown in Figure <B> 1 </ B > and delimits the receiving volume <B> 18 </ B> receiving the double clutch and serving as a wet enclosure.

The stator support <B> 502 </ B> may be one hundred-th on the drive unit (motor) by keys <B> 510 y </ B> be screw se. The gearbox housing can be attached to the power unit and / or the stator support and radially to the inside and / or radially. <B> to </ B> the outside of the gap 440 of the electrical machine 400.

The assembly of the drive unit <B> 11 </ B> according to FIG. 21 is preferably done in the following manner: </ b> the torsion damping damper <B> 300 is installed < / B> with rotor 430 on the crankshaft. Then the stator support <B> 502 </ B> and the stator 418 are mounted on the motor unit <B>; </ B> for this stator support comprises a guide rail <B> 512 </ B> allowing the rotor 430 to slide. Independently of this, the double clutch 12 is placed in the housing bell of the gearbox. Then we assemble the gearbox and -7 '# drive unit (the engine) and for that, firstly we put in gear the coupled teeth of the torsion oscillation damper and the double clutch and on the other hand we install the sealing ring <B> at radial corrugations 54 correctly between the inner flange of the stator support <B> 502 </ B> and "The clutch hub 34. In the embodiment shown, the den ture between the hub part <B> 302 </ B> and the clutch hub 34 is radially <B> to </ B> inside the screws <B> 31 -6 </ B> crankshaft, to minimize the clutch hub radial extent 34 and thus the diameter of the seal <B> to </ B> radial ripples 54 <B>; </ B> > thus minimizing the friction losses and the wear of the seal <B> at </ b> Rough waveforms Another possibility of mounting consists of <B> to </ B> screw ser damper d torsional oscillations <B> 300 y </ B> included rotor 430 and stator 418 <B> y </ B> including stator support <B> 502 </ B> as pre-assembled assembly on crankshaft or <B> Mo block </ B> <B> It is advantageous to provide a radial lock between the rotor 430 and the stator 418. Alternatively, the inside diameter of the seal Radial corrugations or its seat on the stator support <B> 502 </ B> must be located radially out of the crankshaft screws <B> 316 </ B> to allow the installation of the first cover plate <B> 306 </ B> on the coupling end <B> 16 </ B> of the crankshaft. (In the opposite case the screws <B> 316 </ B> would not be accessible). Independently of this, the double clutch 12 is mounted on the gearbox. Then the gearbox and the drive unit are connected by screwing the gearbox onto the sta tor bracket 502.

The exemplary embodiment of FIG. 22 substantially corresponds <B> to </ B> that of FIG. <B> 15 </ B> for the double clutch 12 and the integration of the oscillation damper of FIG. torsion so that one will refer to the explanations given <B> to </ B> about this figure <B> 15. </ B> It should be noted however that the sliding elements and the skids <B> to </ <B> 322 </ B> Bits are guided in a <B> 530 </ B> sliding shell to minimize friction related to relative rotations between the clutch hub 34 and the torque transmitting member <B> 60 </ B> in the torsional vibration damper. <B> A </ B> instead of the flexible plate <B> 332 </ B> a support device 434 was screwed onto the crankshaft <B>; </ B> this device carries the rotor 430 of an electric machine 400. The electrical machine 400 corresponds to the electrical machine 400 of FIG. that according to figure 22 the oscillation damper torsion <B> 300 </ B> is not integrated <B> at </ B> the electric machine but <B> at the double clutch 12. The support device 434 thus ensures a It has a dual function in that it has a coupling flange 334 connected by teeth <B> to </ B> the coupling flange <B> 336 </ B> of the clutch hub 34. In the exemplary embodiment of FIG. 22, the torsion damping damper <B> 300 </ B> is radially in the stator 418 and the flap partially axially.

At reference 342, an O-ring is provided and in particular if the welded sealing plate <B> 180 is omitted. </ B>

Cover <B> 28, </ B> centered on the <B> gearbox using <B> key 532 </ B> is housed in an assembly gap between the box speeds and the driving unit. At the gearbox side, the assembly gap is sealed at the reference 534 so that the receiving chamber which serves as the outer wet enclosure is made tight enough against <B> to < / B> the motor unit.

The following possibilities should also be emphasized: <B>: </ B> in the exemplary embodiment, the sealing disc <B> 180 </ B> is welded to the coupling flange 334. The mounting could also be to be done by clipping. The sliding shell <B> 530 </ B> is not necessarily combined <B> with </ B> sliding elements or similar <B>; </ B> the damping elements including the damping springs can also be housed directly in the sliding shell.

 The seal <B> at </ B> radial corrugations between the cover <B> 28 </ B> and the coupling flange 334, in the exemplary embodiment of FIG. 22 has a very small diameter <B>; </ B> this one is still <B> to </ B> inside the circle of screws <B> 316 </ B> of the vile brequin. Frictional and wear losses of the radial <b> seals are thereby minimized. As indicated, the carrier 434 of the rotor 430 serves as an output element at the same time to couple the inlet side of the double clutch which corresponds to the primary side of the shock absorber torsion oscillations. With the clutch hub 34, the drive shaft <B> 26 </ B> of the oil pump is coupled to this output element <B>; </ B> the torque flow to the pump does not pass. not so by the torsion damper - # '-' s torsion.

 The mounting of the drive system <B> 11 </ B> in a drive line can advantageously be done in the following manner: </ B> the stator 418 is mounted on the engine block, then the rotor support 434 <B> y </ B> including rotor 430 on the crankshaft. Then the sealing plate <B> 28 </ B> is positioned with the <B> j </ B> sealing <B> at radial ripples and the motor is mounted. Regardless of this the double clutch 12 is mounted with torsion damper <B> 300 </ B> which it integrates as a pre-assembled unit on the gearbox <B> to </ B> inside from his bell. Finally, the gearbox and the motor are united by making the rotational drive connection between the coupling flanges 334, <B> 336. </ B>

Claims (1)

<U> R <B> E </ B> V <B> END </ B> I <B> CA </ B> T 1 <B> 0 <I> NS </ I> </ B> </ U> <B> 10) </ B> Multi-clutch system, where applicable a double clutch system (12) mounted between a power unit and a gearbox, the clutch device (12) having a first clutch device (64) associated with a first input shaft (22) of the gearbox and a second associated clutch device (B) (72) </ B> to the second gearbox input shaft (24) for transmitting the torque between the power unit and the gearbox, characterized in that the clutch devices are <B> devices to </ B > lamel (64, <B> 72) </ B> of which one has an effective radius of friction greater than the other and # measurements are planned to bring the torque transmission capacity closer to the clutch device < B> to </ B> lamel the <B> (72) </ B> small effective friction radius and the torque transmission capacitance of the clutch device <B > to </ B> lamellae (64) of large effective friction radius, relative to <B> to </ B> the same reference input quantity, if necessary a reference actuation pressure which defi nes frictional engagement intensity of the slats (74, <B> 76) </ B> for both clutch devices (64, <B> 72). </ B> 20) Clutch arrangement according to claim <B > 1, </ B> characterized in that the clutch devices (64, <B> 72) </ B> each have an actuating piston <B> (110, 130) defining a chamber <B> (118, </ B> 140) to actuate, preferably engage the clutch device (64, <B> 72) to </ B> using a fluid under pressure, preferably a hydraulic fluid. 3 ') clutch installation according to claim 2, characterized in that the actuating piston <B> (130) </ B> of the clutch device <B> to </ B> slats <B> (72) ) </ B> of smaller effective friction radius has an effective pressure acting surface exposed to the pressurized fluid at least to actuate the larger <B> (72) clutch device, </ B> that the <B> (110) </ B> actuating piston surface of the clutch device <B> to </ B> lamel'Les (64) larger effective friction radius. 4 'Clutch installation according to any one of claims <B> 1 to 3, </ B> characterized in that the clutch device <B> to </ B> slats (64) larger effective radius of friction is used as a de-raing clutch. 5 <') A drive system particularly intended <B> to </ B> be integrated in the transmission line of a motor vehicle to transmit a motive force between the driving unit if necessary a motor <B> to </ B > internal combustion and driving wheels, characterized in that it comprises: a multiple clutch system (12), if any, a double clutch system (12) which relative to <B a reference torque flow includes an input side (34, 354), where appropriate associated with the drive unit and at least two output sides (80, 84) associated where appropriate <B> to </ B> a gearbox of the drive line and which is controlled to transmit the torque between on the one hand the input side and on the other hand one selected output sides, an electrical machine (400) for rotating components (34) associated with the input sides about a common <B> (A) <B> axis <B> to </ B> the machine e electric (400) and <B> to </ B> the clutch installation (12) or / and in case of rotation of the components (34) about the axis, to retain electrical energy, the electric machine having a stenter (418) with a stator action zone (422) and a rotor (430) with a rotor action zone (432), and / or a damping device torsional oscillations <B> (300) </ B> which, relative to the reference torque flow, has a primary side <B> (306, 308, </ B> 448, 450, 464, 34, <B> 320, 370, </ B> 354) and a secondary side (304, 480, <B> 60, </ B> 354, <B> 62), </ B> rotating relative to the primary side around a axis <B> (A) </ B> common to the device damping torsional oscillations and <B> to </ B> the multiple clutch installation, against the effect of a device <B> to < / B> damping elements <B> (312), </ B> and between the primary side and the secondary side, one is coupled or can be coupled to the input side (34) in the direction of a connection of entraînem in rotation or corre- sponds to it. <B> 60) </ B> Drive system according to the claim characterized in that the drive system <B> (11) </ B> comprises a first partial system <B> (330, 300, </ B> 434, 430) associated with <B> to </ B> a driving unit and a second partial system (12) associated with a gearbox and integrating the drive system into a gearbox. transmission link between the power unit and gearbox, the gearbox is assembled with the first partial system mounted on it and the power unit with the second partial system mounted on it, coupling the two partial systems. <B> 70) </ B> Drive system according to the claim characterized in that to integrate the drive system <B> (11) </ B> in a transmission line between a power unit and a gearbox First, we assemble the first partial system <B> (330, <B> 300 </ B> 434, 430) on the motor unit and the second system by tiel (12) on the gearbox, then the gearbox and the power unit by coupling the two partial systems. 8 ') Drive system according to claim 7, characterized in that the first partial system comprises a first coupling element <B> (302, </ B> 334) and the second system partial comprises a second coupling element (34) <B>, </ B> these elements being each made with a drive formation which, reported <B> to </ B> a relative axial movement relative to <B> at </ B> one of the partial systems, of common axis, allows reciprocal rotation drive engagement with coupling of the two partial systems during assembly of the speed box and the unit driving. <B> 90) </ B> Drive system according to claim 9, characterized in that the drive formations are formed as an inner and outer teeth (42). <B> 100) </ B> Training system according to any one of the claims <B> 6 to 9, </ B> characterized in that the first partial system comprises the device for damping oscillations of torsion <B> (300) </ B> and the second partial system includes the multiple clutch installation <I> (12). </ I> <B> 110) </ B> Training system according to any of the claims <B> 6 to 9, </ B> characterized in that the first partial system comprises the electrical machine (400) and the second partial system comprises the multiple clutch installation (12). 12 ') Drive system according to one of claims <B> 6 to 9, </ B> characterized in that the first partial system comprises the stator and the second partial system the rotor and the multi clutch installation ple. <B> 130) </ B> Training system according to any one of claims <B> 6 to 9, </ B> characterized in that the partial system premiler comprises the rotor and the second partial stator system and the multifunction clutch installation. 140) Drive system according to any one of claims <B> to 13, </ B> characterized in that the first partial system comprises the damping device torsion oscillations <B> (300). </ B > <B> 150) </ B> Drive system according to any one of claims <B> to 13, </ B> characterized in that the second partial system comprises the damping device of torsional oscillations <B > (300). </ B> <B> 16 ') </ B> Training system according to any one of the claims <B> to 9, </ B> characterized in that the drive system comprises a coupling device <B> (330) </ B> serving <B> to </ B> pair drive system <B> to </ B> drive unit or <B> to </ B> the box one of the two partial systems comprises or consists of the coupling device <B> () </ B>, and the other comprises the multiple clutch system (12) and the damping device torsion oscillations <B> (300) </ B> and / or the machine e electric. <B> 170) </ B> Drive system according to claim 16, characterized in that the first partial system comprises the coupling device <B> (330) </ B> or is formed by this one. <B> 180) </ B> Drive system according to one of the claims <B> 6 to 17, characterized in that at least partial systems and a pre-assembled unit which is mounted on the power unit or the gearbox. <B> 19 ') </ B> A drive system according to any one of claims <B> 5 to 18, </ B> characterized in that the alternating action zone of the rotor (432) is or may be be coupled by a support device (434) to rotate in common with the component (34) associated with the input side. 200) Drive system according to any one of claims <B> 5 to 19, </ B> characterized in that the multiple clutch installation 112) comprises a first clutch (64) associated with <B> </ B> a first gearbox input shaft (22) of a transmission line gearbox and a second clutch device <B> (72) </ B> associated with the second gearbox gearbox input (24) for transmitting the torque between the power unit and the gearbox, and at least one of the gearbox input shafts is a hollow shaft (22, 24). ), one (22) through the other gearbox input shaft (24) shaped hollow shaft. 210) Drive system according to claim 20, characterized in that the clutch devices are clutch devices <B> to </ B> slats (64, <B> 72) </ B> which preferably the radially outer clutch device (64) annularly surrounds a clutch device <B> (72) </ B> radially inner. 220) A drive system according to any one of the claims <B> 19 to </ B> 21, characterized in that the multi-clutch system comprises a clutch hub (34) serving as the drive side. entry or associated <B> to </ B> - it, hub which includes <B>: </ B> # a training formation if necessary an external toothing (42) to couple the vibration damping device torsion <B> (300), </ B> or to couple a <B> output <B> (330) </ B> of the power unit or / and a coupling member (434) of the electric machine (400), or / and # drive formation, optionally an internal toothing, for coupling a functionally associated liquid pump on the input side, the if applicable, pump <B> to </ B> oil, through a drive shaft <B> (26) </ B> pump <B> to </ B> oil. 3 ') Drive system according to any one of the claims <B> 5 to </ B> 22, characterized in that the drive system comprises at least one part which functionally and / or structurally and / or at least by zone is integrated in terms of volume in the moires two following installations <B>: </ B> the multifunctional clutch installation (12), the vibration damping device tor sion <B> ( 300) </ B> if it exists and the electric machine (400) if it exists. 24 ') Drive system according to one of claims <B> 19 </ B> and <B> 23, </ B> characterized in that the support device (434) constitutes at least a part of the primary or secondary school. 25 ') Drive system according to claim 24, characterized in that the support device (434) forms a portion (448) on the primary or secondary side acting as a support <B> to </ B> the force from <B> to </ B> damping elements <B> (312). </ B> <B> 260) </ B> Drive system according to any one of claims 24 or <B> 25 Characterized in that, from the primary side and the secondary side, a preferably side of the primary side has two force bearing regions (448, 466) spaced apart at least in an area with an axial gap, preferably performed as areas <B> to </ B> -recovery disc, and the support device (434) constitutes at least one (448) of the support zones. <B> 270) </ B> Drive system according to Claim 26, characterized in that from the primary side and the secondary side the other side has a central disc element (480), which penetrates axially between the two force bearing zones (448, 466) <B>, </ B> on the previous side. 28 ') Drive system according to any one of claims 24 to 27, characterized in that the support device is located with at least its zone (448, 450) forming a part on the primary side or the secondary side, mainly radially <B> to </ B> inside the sta tor (418) or / and the rotor <B> () </ B> and overlaps axially with it at less by zones. <B> 290) </ B> Drive system according to any one of claims 24 <B> to 28, </ B> characterized in that the multiple clutch system (12) is disposed within the range of a subsystem of the drive system <B> (11) </ B> including the electrical machine (400) and the torsional vibration damping device <B> (300), </ B> and preferably extends over a radial zone substantially equal to or smaller than this subsystem. <B> 30 ') </ B> Drive system according to any one of claims 24 <B> to 27, </ B> characterized in that the multiple clutch system (12) is located radially <B> to </ B> inside the stator (418 or / and rotor (430) and overlaps it axially at least by zone. <B> 31 ') </ B> Drive system according to claim 30, characterized in that the torsional oscillation damping device (300) is provided axially in the vicinity of a subsystem of the drive system <B> (11) </ B> which comprises the multiple clutch system (12) and the stator 418) and, if applicable, the rotor (430) <B>, </ B> and preferably extends over a substantially equal radial area or smaller than this subsystem. 32 ') Drive system according to any one of the claims <B> 30 </ B> or <B> 31, </ B> characterized in that a stator support device <B> (502) </ B> which carries the stator (418) forms a wall or a wall segment of a receiving chamber <B> (18), </ B> accommodating the multiple clutch system (12) and returned from preferably waterproof in the case of a wet multiple clutch installation. <B> 330) </ B> A drive system according to claim <B> 25 </ B> and any one of claims <B> 30 to 32, </ B> characterized in that the rotor (430) is carried by at least one support member <B> (500) </ B> which extends substantially in the axial direction <B> to </ B> from an area of the portion <B> (306, 308 ) </ B> on the primary side <B> (306, 308) </ B> or on the secondary side as the force support, and radially <B> to </ B> outside the device <B > to </ B> damping elements. <B> 0) </ B> Drive system according to any one of claims <B> 1 to 33 </ B> and in any case according to the claim <B> 23, </ B> characterized in the multiple clutch system (12) is a wet clutch system and the torsion damping device <B> (300) </ B> is housed in the wet chamber <B> ( 356) </ B> of this multiple clutch system. 35 ') A drive system according to claim 34, characterized in that the torsional vibration damping device is integrated in at least one torque transmission path between the input side and, if appropriate, the hub. the clutch plant (34), and at least one of the exit sides (80, 84) of the multiple clutch system (12). <B> 360) </ B> Drive system according to claim 35, characterized in that the vibration damping device <B> (300) </ B> is integrated in a torque transmission path segment which constitutes <B> to </ B> both a portion of a first torque transmission path between the input side (34) and the first <B> (80) </ B> output sides, as well as a portion of a second path of torque transmission between the input side (34) and the second (84) output side; <B> 370) </ B> Drive system according to claim 1, characterized in that the torsional oscillation damping device <B> (300) </ B> acts directly or indirectly between an inlet portion serving as the inlet, optionally including one or the clutch hub (34), and a slat support where appropriate the outer support <B> (62) </ B> of the multiple clutch system , which is preferably part of the outer clutch device <B> to </ B> lamel the (64) multiple clutch installation. <B> 380) </ b> The drive according to claim 37, wherein the torsional vibration damping device (300) is provided between the hub of the clutch system. and at least one torque transmitting member <B> (60) </ B> mounted to rotate with the lamella support but rotatable relative to the hub of the clutch system <B>), </ B > this torque transmitting member extending preferably from the radial zone of the hub of the clutch installation to a segment <B> (363) </ B> of the lamina holder. 39 ') Drive system according to claim 37, characterized in that the input piece (34) or a coupling part (320) <B> (320) < B / B> preferably in the form of disc fixed integrally in rotation <B> to </ B> this input piece, forms a portion of the primary side for supporting the forces of the device <B> to </ B> damped elements ss (312), or / and the preferably <b> (60) </ b> torque transmission element, preferably at least in the form of a disk-shaped region, constitutes a part of the secondary side acting as a support for the forces of the device <B > to </ B> damping elements <B> (312). <40> The driving system according to claim 39, characterized in that the damping elements of the <B> device to </ B> damping elements <B> (312) </ B> or / and the associated sliding elements <B> to </ B> these are guided in the circumferential direction on the torque transmission element <B> (60) </ B> or / and are supported in the direction axial and / or in the radial direction. 41 'Drive system according to claim 40, characterized in that damping elements or sliding elements are guided or supported on at least one guide segment <B> </ B> of the torque transmission element <B > 60) </ B> which is inclined in the radial direction and in the axial direction, damping elements or the sliding elements are preferably guided or supported in addition to several tabs <B> (326) </ B> adjacent to guide segments, in the circumferential direction, tabs which are defined in and are disengaged from the torque transmitting member, and which are directed <B> to </ B> opposite the pattern of the guide segments, obliquely in the radial direction and in the axial direction. 42 ') Drive system according to any one of the claims <B> 39 to </ B> 41, characterized in that the torque transmitting element <B> (60) </ B> is located with its zone constituting at least a part of the secondary side and, where appropriate, with at least one guide segment (324) substantially radially <B> to </ B> inside the stator (418) or / and the rotor (430), and preferably axially overlaps at least regionally with it. 43 ') Drive system according to any one of the claims <B> 38 to </ B> 42, characterized in that the <B> </ B> damping element <B> (312) </ B> of the torsional oscillation damping device <B> (300) </ B> is provided in the radial zone of a radially inner clutch device <B> (72) </ B> of the multiple clutch installation 12). 44 ') Drive system according to any one of the claims <B> 5 </ B> 43, characterized in that the multi-clutch system (12) is a wet clutch system and a wall ( 354) which delimits the wet chamber coooère in the direction of the rotational drive with the input piece (34), possibly by the damping device torsion oscillations <B> (300), </ b> the wall (354) forms the inlet side or a part thereof or is integrally connected in rotation therewith (34). 45 ') Drive system according to any one of claims <B> 37 </ B> and 44, characterized in that the vibration damping device <B> (300) </ B> acts between the inlet side, if applicable the hub of the clutch installation (34), and the wall (354), this pa roi (354) being integral in rotation with the support of the mell <B> (62) ) </ B> or forming the slat support <B> (62). </ B> 46 ') Drive system according to claim 45, characterized in that the input piece (34) or part of coupling <B> (370) </ B> preferably in the form of a disc fixed integrally in rotation <B> to </ B> this input piece, constitutes a part of the primary side serving as a support for the forces of the device < B> at </ B> damping elements <B> (312), </ B> or / and cavities and / or bosses and / or supporting elements provided <B> to </ B> inside the wall (354), to support or guide the secondary side of the device <B> to </ B> damping elements <B> (312). </ B> 47 ') Drive system according to any one of the claims <B> 38 </ B> and 44, characterized in that the damping device Torsional oscillations <B> (300) </ B> acts between the lamella support <B> (62) </ B> and the wall (354). 480) Drive system according to claim 47, characterized in that cavities and / or bosses and / or support elements provided <B> to </ B> the inside wall (354) are provided for support or guidance on the primary side of the <B> to </ B> damping element (<B>), </ B> or / and on a slat support segment <B> (363) < / B> of the lamella support, at least one <B> (366) </ B> coupling segment, which preferably extends substantially in the radial direction, constitutes a portion of the secondary side acting as support forces of the device <B> to </ B> damping elements <B> (312). </ B> 49 ') Drive system according to any one of claims 44 or 47 or 48, characterized in that a coupling device having a flexible plate <B> (332) </ B> serves for the wall coupling (354) used as the input side with the power unit, the coupling device <B> (330) </ B> acting as Preference on an area radially outside the wall (354). <B> 500) </ B> Drive system according to any one of claims 44 to 49, characterized in that the <B> </ B> damping element <B > (312) </ B> of the torsional oscillation damping device is provided in the radial zone of one or more clinging device <B> with </ B> lamellae (64) radially outwardly belonging to <B> at </ B> the multiple clutch <B> or </ B> installation is provided radially <B> at </ B> outside the clutch device <B> at </ B> slats (64) radia - outside. <B> 510) </ B> Multiple clutch installation, where appropriate dual clutch installation intended to be fitted in the transmission line of a motor vehicle, between a power unit and a gearbox where applicable as part of a drive system <B> (11) </ B> according to one of the preceding claims <B>; </ B> the clutch installation (12 ) having an input side (34, 354) associated with <B> to </ B> the driving unit and at least two output sides <B> (80, </ B> 84) associated <B> to < / B> the gearbox <B>; </ B> the clutch system (12) having a first clutch device (64) associated with the first <B> <U>. </ U> </ B> er output side <B> (80) </ B> and a second clutch device <B> (72) </ B> associated with the se cond (84) output sides for the transmission of torque between the power unit and the gearbox, the clutch devices (64, <B> 72) </ B> being wet clutch devices installed in a Wet belt <B> (356) </ B> of the clutch system, characterized in that a wall (354) defining the wet enclosure <B> (356) </ B> is connected in rotation <B> to </ B> an input side (34) or one of the output sides, where appropriate via a torsional oscillation damping device <B> (300), < / B> or the wall (354) constitutes the inlet side and the outlet side or a part thereof, or is integrally connected in rotation <B> to </ B> thereof (34). <B> 52) </ B> Multiple clutch installation according to claim 51, characterized in that a torque transmission path between the input side <B> () </ B> and at least one of the outlet sides <B> (80, </ B> 84) of the multiple clutch system (12) passes through the wall (354). <B> 53 ') </ B> Multiple clutch installation according to claim <B> 52, </ B> characterized in that the iDaroi (354) forms a support of outer lamella <B> (62) < / B> for the outer lamellae <B> dl </ B> clutch device (64) comprising a device <B> to </ B> lamellae. 540) Multiple clutch installation according to claim <B> 52, </ B> characterized in that the wall (354) is connected in rotation with a support of the saddles, preferably an outer support of lamellae <B> (62) </ B> for the outer lamellae, if any, of a clutch device (64) in the form of a clutch device <B> with slats, where appropriate by the intermediate torsion damping device <B> (300), </ B> and couples the slat support to the input side (34) or <B> to </ B> one of the sides output, or serves as the input side or output side.