KR102420311B1 - Actuator with four actuating elements, clutch and brake system, hybrid module, and drivetrain - Google Patents

Abstract

The present invention provides for actuating at least four torque transmitting devices 2 , 3 , 6 , 7 having a first actuating member 14a , a second actuating member 14b and a third actuating member 14c . It relates to an actuating device (10), wherein the actuating members (14a, 14b, 14c) are configured to apply actuating motion to the side of the torque transmitting device (2, 3, 6), the additional torque transmitting device (7) A fourth actuating member 14d configured to apply actuating motion to the side is provided, at least three of the four actuating members 14a, 14b, 14c, 14d being displaceably disposed within one common actuator housing 11a do. The invention also relates to a clutch and brake system (1), a hybrid module with the actuating device (10), and a drive train (20) for a motor vehicle.

Description

Actuator with four actuating elements, clutch and brake system, hybrid module, and drivetrain

The present invention relates to an actuating arrangement for actuating at least four torque transmitting devices of a motor vehicle drive train, comprising a first actuating member, a second actuating member and a third actuating member, The actuating members (respectively) are configured to apply an actuating movement to the side of the torque transmitting device. The present invention also relates to a clutch and brake system for a drive train of an automobile, such as a passenger car, a freight car, a bus or other commercial vehicle, provided with the actuating device. The present invention also relates to a drive train for a motor vehicle having the above clutch and brake system. The present invention also relates to a hybrid module for a drive train of an automobile, such as a passenger car, a freight car, a bus or other commercial vehicle, provided with the actuating device.

Several actuating devices used for actuating a plurality of torque transmitting devices are already known from the prior art. In this regard, for example WO 2017/088 869 A1 discloses a detachable clutch; an electric motor that can be coupled to the drivetrain via a main clutch for torque transmission; and a separate clutch actuation system used to cause the actuation of the split clutch. The main clutch actuation system is used to cause actuation of the main clutch. Both actuation systems are arranged between the separate clutch and the main clutch.

Also known from DE 10 2014 204 009 A1 is a multi-stage planetary gear system as a component of an automobile drive train.

However, the known clutch and brake systems with dependent actuating devices have the disadvantage that they are mainly formed in relatively large structures. In particular, the systems can be applied in existing drive trains only relatively limitedly due to their mounting space structure.

The object of the present invention is therefore to overcome the disadvantages known in the prior art, and in particular to provide an actuating device which is formed in a very space-saving manner and thus a clutch which is likewise also space-saving and which can be installed in existing drive trains as simply as possible and Implement the brake system.

The above object is solved according to the invention by providing a fourth actuating member configured to apply actuating motion to the side of the additional torque transmitting device, wherein at least three of the four actuating members are displaceably arranged in one common actuator housing .

By providing four actuating members in one actuating device, three of the actuating members being housed in one common actuator housing, a very compact, highly compact installation that can be installed in a way that saves mounting space in clutch and brake systems. A working device is implemented.

Further preferred embodiments are claimed by the dependent claims and are described in more detail below.

Accordingly, preferably, two of the at least three actuating members project outwardly from the actuator housing at a common first end face thereof. The two actuating elements projecting outwardly from the actuator housing at a common first end face of the actuator housing are further preferably arranged radially overlapping/offset from each other.

The actuating elements are preferably arranged radially and/or axially overlapping/offset from one another.

According to another preferred embodiment, even if the three actuating members project outwardly from the actuator housing at a common first end face of the actuator housing, the actuator housing can be relatively densely integrated into the clutch and brake system. The three actuating elements projecting outwardly from the actuator housing at a common first end face of the actuator housing are further preferably arranged radially overlapping/offset one another.

It is also preferred that two of the at least three actuating members project outwardly from the actuator housing at a common second end face of the actuator housing, said second end face facing away from and/or opposite the first end face do. As a result, the actuating device of the present invention can be installed relatively flexibly even in the axial direction.

Even if a total of four actuating members are arranged together in the (same) actuator housing, the actuating device of the present invention is implemented in a way that greatly saves mounting space.

Also suitably, the actuator housing is part of an actuating system configured as a (fluid, preferably hydraulic) slave cylinder, and the at least three actuating members arranged in the actuator housing are configured as an adjustment piston.

In this case, the actuating system is preferably formed as a concentric slave cylinder, whereby the demand for mounting space of the actuating device is further reduced.

Furthermore, it is advantageous in this connection that a connecting line/connecting channel (preferably in the form of a connecting bore), which is connected to each one of the pressure chambers of the actuating element, is provided in the actuator housing. The connecting line is preferably installed in the actuator housing from the outside radially and/or is formed/extended at an angle (with respect to the axis of rotation) in the axial direction. It is also preferred that the (fluid) supply to the pressure chambers extends obliquely with respect to the axial and radial directions.

Also preferably, there are provided two actuating systems formed separately from one another, each having an actuator housing, wherein at least three actuating members are displaceably accommodated in the first actuator housing of the first actuation system, At least one actuating member is displaceably received within the second actuator housing of the two actuation system. Accordingly, the actuating device of the invention can likewise be integrated very densely into existing mounting spaces.

The present invention also relates to a clutch and brake system for a motor vehicle drivetrain, comprising four torque transmission devices and one inventive actuating device according to any one of the above-described embodiments, wherein each of said torque transmission devices is provided. The device is assigned one actuating member for its actuation.

The clutch and brake system of the present invention preferably comprises at least one, more preferably two friction clutches, each configured to connect two shaft components rotatably mounted about an axis of rotation, and each one of the shaft components. at least one, more preferably two brake devices, which are or can be operatively connected with

The friction clutches and the brake devices are distributedly arranged in a mounting space/receiving space, the mounting space comprising a first subspace and a second subspace extending axially to the first subspace, the second subspace comprising a rotation axis with a smaller radial extension than the first subspace. Accordingly, the mounting space is formed in an L-shape when viewed from the longitudinal half of the longitudinal section.

It is also preferred for the second sub-space to comprise a smaller radial extension with respect to the axis of rotation than the first sub-space.

The clutch and brake system preferably comprises two friction clutches and two brake devices.

When two torque transmission devices, wholly consist of at least one/2 friction clutches and at least one/2 brake devices, are arranged in a first radially extending subspace, superimposed/superimposed on one another in the radial direction, the first Subspaces are used as intensively as possible.

Accordingly, it is also possible that the two torque transmission devices, wholly consisting of at least one/2 friction clutches and at least one/2 brake devices, are arranged in the second axially extending subspace, side by side/superimposed to each other in the axial direction. desirable.

Furthermore, preferably, in the first partial space, the first friction clutch is arranged radially with its friction members inside the plurality of brake members of the first brake device. As a result, a suitable radial overlap of the two components is realized. It is also advantageous if, as an alternative to or in addition to said radial overlap of the first brake arrangement and the first friction clutch, the second friction clutch in the second subspace with its own friction members axially the second brake disposed alongside a plurality of brake members of the device.

Also suitably, in the first subspace, the first friction clutch is arranged radially with its friction members inside the plurality of friction members of the second friction clutch. In addition, preferably, as an alternative to or in addition to said radial superposition of the two friction clutches, the first brake device in the second subspace has a plurality of brakes of the second brake device axially with its own brake elements. placed side by side with the member.

The provided mounting space is adapted to actuate at least three, preferably three, more preferably a total of four components in the entire unit of the first friction clutch, the second friction clutch, the first brake device and the second brake device. a first actuation system configured to move is disposed at least partially radially inside the friction members of the first friction clutch, or at least partially axially between the first friction clutch and the first brake device, or at least partially axially It is used even more intensively when it is arranged between the first and second brake devices in the direction.

To this end, the first actuating system is preferably housed/arranged in the first subspace and/or in the second subspace.

Further, the actuating portion is configured to actuate at least one component of the entire unit of the first friction clutch, the second friction clutch, the first brake device and the second brake device, preferably to actuate the second brake device A very compact implementation is realized when the second actuation system is arranged at least partially axially between the second friction clutch and the second brake arrangement.

It is also preferred that the first actuating system and/or the second actuating system are configured as slave cylinders. If the first actuation system is formed as multiple slave cylinders, preferably triple or quadruple slave cylinders, the actuation of the different components is again carried out as densely as possible.

Further, the first actuating system comprises one actuating member or a plurality of actuating members disposed radially inside the brake member of the first brake device and/or radially inside the friction member of the first friction clutch. It is preferable to include As a result, a very dense radial overlap of the actuation system is realized.

In this regard, it is particularly preferred in the actuation system, preferably at least a first actuating member for actuating the first brake device, a second actuating member for actuating the first friction clutch, a second actuating member for actuating the second friction clutch A third actuating member and/or a fourth actuating member for actuating the second brake device are included. As a result, an operating system that further simplifies the configuration of the system is applied.

If the mounting space is directly formed/enclosed by the housing of the clutch and brake system, the clutch and brake system is implemented as a very neatly mountable unit.

The present invention also relates to a drive train for a vehicle having the clutch and brake system of the present invention according to at least one of the above-described embodiments. The drivetrain is in different embodiments preferably configured as a drivetrain of a pure combustion engine, as a purely electric drivetrain or as a hybrid drivetrain.

The present invention also relates to a hybrid module with the operating device according to at least one of the above-described embodiments.

In other words, the present invention relates to multiple radially overlapping CSCs (Multiple Concentric Slave Cylinders) according to one preferred embodiment. and an actuating device for actuating three or more torque transmission devices, in particular two clutches (friction clutches) and two brakes (brake devices). First variant Accordingly, at least three CSCs (three actuating members) actuate in one direction, and at least three CSCs (three actuating members) overlap in the radial direction. The remaining CSC (fourth actuating member) is then axially offset. According to a second variant, four or more CSCs are arranged in one housing (actuator housing). Each two operates in different (axial) directions. Preferably these CSCs are always paired to actuate the brake and clutch on one side/end face. The supply line (connection line) in the housing is preferably formed from radially outwardly and axially obliquely. Preferably, the actuating device of the invention is configured for a hybrid module.

The invention is now explained in more detail in preferred embodiments on the basis of the drawings below.

1 is a schematic longitudinal sectional view of a clutch and brake system of the invention according to a first embodiment, in particular the arrangement of two brake devices of the clutch and brake system, two friction clutches and two actuating systems for actuating these components; and configuration are specified.
Fig. 2 is a schematic longitudinal sectional view of the present clutch and brake system according to a second embodiment, wherein the two brake devices, the two friction clutches, and the actuating system acting on these components are distributed and arranged in the mounting space in a different manner than in Fig. 1; has been

The drawings are schematic only and are used only for the understanding of the present invention. Identical elements are assigned like reference numerals.

1 shows a clutch and brake system 1 of the present invention according to a first embodiment. A clutch and brake system 1 is applied in the drive train 20 already shown section by section in FIG. 1 . The clutch and brake system 1 is, as will be described in more detail below, in particular the driving engine using its own friction clutches 2 , 3 (first friction clutch 2 and second friction clutch 3 ). , for example to selectively transmit torque from the drive shaft 22 of an internal combustion engine or electric motor to one of the two transmission shafts 24a and 24b of the transmission 23 . The transmission 23 is implemented as an automatic transmission in this embodiment.

The two friction clutches 2 , 3 together form one dual clutch. In addition to the friction clutches 2 , 3 , the two brake devices 6 , 7 are respectively the transmission housing 44 of the transmission 23 or the housing of the clutch and brake system 1 , as described in more detail below. It is used to brake one of the transmission shafts 24b, 24c of the total three transmission shafts 24a to 24c of the transmission 23 relative to the housing fixing part such as (45). In addition to or as an alternative to fixing in the transmission housing 44 , the housing 45 may in principle be connected with a housing of a drive engine, not shown here for convenience, or may be formed by said housing of a direct drive engine. have. In this embodiment, the housing 45 is connected to the schematically illustrated transmission housing 44 or is at least partially formed together by the transmission housing. From a theoretical point of view, not only the friction clutches 2 , 3 but also the brake devices 6 , 7 are regarded as torque transmission devices, since each brake device 6 , 7 is This is because in the braking process according to the "action and reaction" principle) it induces the torque of the target transmission shaft 24a, 24c to be braked correspondingly into the housing 45 .

1 , the clutch and brake system 1 is formed as a clutch and brake unit which is densely mounted in the drive train 20 by forming an assembly unit. For this purpose, the friction clutches 2 , 3 and the brake devices 6 , 7 are distributedly arranged in the compact mounting space 8 . The mounting space 8 is an L-shaped rotatable mounting space when viewed in a (half) longitudinal section. The mounting space 8 comprises a first subspace 9a and a second subspace 9b that runs directly into the first subspace 9a in the axial direction, the second subspace 9b comprising a clutch and brake It has a smaller radial extension than the first subspace 9a in relation to the axis of rotation 4 of the system 1/friction clutches 2 , 3 . The first subspace 9a is arranged closer to the drive shaft 22 side than the second subspace 9b axially/along the axis of rotation 4 .

The first friction clutch 2 is a multi-disk clutch, which here is formed in the form of a friction disk clutch. The first friction clutch 2 is arranged in the first subspace 9a with its friction members 27a, 28a. Note that, for the sake of completeness, although the first friction clutch 2 is formed as a multi-disk clutch, the first friction clutch is formed as a single-disk clutch in further embodiments. The first friction clutch 2 comprises a first clutch component 25a, said first clutch component further comprising a plurality of first friction members 27a. The first friction members 27a are of the first friction clutch 2 (corresponding to the axis of rotation 4 of the second friction clutch 3 and the axis of rotation 4 of the transmission shafts 24a, 24b, 24c). It can be displaced relative to each other in the axial direction with respect to the axis of rotation 4 . The first clutch component 25a also comprises a support region 29 for receiving the first friction members 27a in a rotationally fixed manner and axially displaceable relative to one another. The support region 29 extends axially (in the form of a sleeve). The support area 29 serves as an inner carrier for the first friction members 27a. Accordingly, the first friction members 27a extend radially outward from the support region 29 .

A second friction member 28a of the second clutch component 26a of the first friction clutch 2 is arranged between each of the two successive first friction members 27a in the axial direction. The first friction member 27a directly forming the (first) opposing plate 30a of the first friction clutch 2 is not displaced (fixed in the axial direction) on the support region 29 in a rotationally fixed manner. is mounted The (first) pressing plate 31a of the first friction clutch 2, which can be displaced relative to the first opposing plate 30a, is likewise formed of one of the first friction members 27a. The first pressing plate 31a forms an axial end of the whole unit, which is opposite the counter plate 30a, consisting of the first and second friction members 27a, 28a.

In addition, the second clutch component 26a of the first friction clutch 2 comprises a (first) friction member carrier which receives the second friction members 28a in an axially displaceable and rotationally fixed manner. 32a). The first friction member carrier 32a is connected to rotate together with the (second) transmission shaft 24b of the transmission 23 (via plug-in toothing) in operation. The first friction member carrier 32a serves as an outer carrier for the second friction members 28a. The first friction member carrier 32a thus comprises a sleeve section 33 from which the second friction members 28a extend radially inward. From the sleeve section 33, the first friction member carrier 32a extends axially away from the second friction members 28a/first friction members 27a on the transmission side, and in the radial direction 2 It also extends inward toward the transmission shaft 24b.

Furthermore, the support area 29 is a rotationally stationary component of the connecting shaft 34 in this embodiment. Although the support region 29 is formed integrally with the connecting shaft 34 and material, in other embodiments, the supporting region 29 is formed separately from the connecting shaft 34 and connected in a rotating manner with the connecting shaft 34 . do. The connecting shaft 34 thus forms a first shaft component 5a and the first friction clutch 2 forms said first shaft component 5a and a second shaft component 5b. is used as an open torque transmission device between the second transmission shafts 24b.

The connecting shaft 34 is arranged radially inside the supporting region 29 and is connected to the supporting region 29 by a web region 39 . The connecting shaft 34 extends through a central through-hole 35 of the first actuating system 12 described in more detail below when viewed in the axial direction. In addition, the connecting shaft 34 is rotationally connected with a torsional vibration damper in the form of a dual mass flywheel 36 . The dual mass flywheel 36 is likewise regarded as a component of the clutch and brake system 1 in this embodiment, but may be formed separately from the clutch and brake system 1 according to other embodiments. The dual mass flywheel 36 defines a mounting space 8 towards the axial side towards the drive shaft 22/drive engine. The dual mass flywheel 36 is disposed in the torque transmission path between the drive shaft 22 and the connecting shaft 34 . The connecting shaft 34 is thus connected in a torsional vibration damping manner with the drive shaft 22 via a dual mass flywheel 36 . The double-mass flywheel 36 is connected with the connecting shaft 34 in a region arranged in part radially inside the first actuating system 12 .

In addition to the first friction clutch 2 , a second friction clutch 3 is also provided. Said second friction clutch 3 corresponds to the first friction clutch 2 with respect to its basic configuration. Accordingly, the second friction clutch 3 is likewise formed as a multi-disc clutch in the form of a multi-disc clutch, but may also be formed as a single-disc clutch according to further embodiments. The second friction clutch 3 is arranged in the second partial space 9b in the present embodiment.

The second friction clutch 3 comprises a first clutch component 25b and a second clutch component 26b connectable thereto. The first clutch component 25b also comprises a plurality of first friction members 27b which can be displaced relative to each other in the axial direction. The support area 29 is also a component of the first clutch component 25b of the second friction clutch 3 . The first friction members 27b of the second friction clutch 3 are also axially displaceable relative to each other and are received in the support region 29 in a rotationally fixed manner. The support area 29 serves as an outer carrier/outer disc carrier for the first friction members 27b. Accordingly, the first friction members 27b extend radially inward from the radially inner surface of the support region 29 .

The second clutch component 26b of the second friction clutch 3 comprises, in addition to the plurality of second friction members 28b , likewise a (second) friction member carrier 32b, which friction member carrier receives the second friction members 28b axially displaceable in a rotationally fixed manner and relative to one another. The friction member carrier 32b is embodied as an inner carrier/inner disc carrier. The second friction member carrier 32b is connected with the (first) transmission shaft 24a of the transmission 23 (via plug-in teeth) in a rotationally fixed manner already in FIG. 1 . One of the first friction members 27b is again formed as a (second) opposing plate 30b of the second friction clutch 3 , and thus the support area 29 is not displaced and in such a way that it rotates together. is connected with The additional first friction member 27b is embodied as a (second) pressing plate 31b of the second friction clutch 3 . The second pressing plate 31b forms an axial end of the entire unit made up of the first and second friction members 27b and 28b, opposite the second opposing plate 30b.

The connecting shaft 34 thus also forms a (first) shaft component 5a for the second friction clutch 3 , the second friction clutch 3 being connected with the first shaft component 5a. It is used as an open torque transmission device between the first transmission shaft 24a forming a further (third) shaft component 5c.

The first friction members 27b of the second friction clutch 3 alternate with the second friction members 28b in the axial direction, as in the case of the first friction clutch 2 . In total, three first friction members 27a, 27b per friction clutch 2, 3 are provided in the corresponding first clutch components 25a, 25b. Two second friction members 28a, 28b are provided per friction clutch 2, 3 in the corresponding second clutch components 26a, 26b.

The second friction clutch 3 is arranged, with its own friction members 27b , 28b , axially offset relative to the friction members 27a , 28a of the first friction clutch 2 .

Both friction clutches 2 and 3 can be actuated by a common (first) actuation system 12 . The first actuating system 12 is part of the actuating device 10 according to the invention.

The first actuation system 12 is connected/arranged with the housing 45 of the clutch and brake system 1 fixed to the housing, ie in a rotationally fixed manner. To this end, the first actuating system comprises a (first) housing/actuator housing 11a , which is also in fixed connection with the housing 45 of the clutch and brake system 1 . The first actuating system 12 comprises a (second) actuating member 14b for actuation of the first friction clutch 2 . The second actuating member 14b is non-displacedly engaged with a (first) pressure pot 37a of the first friction clutch 2 in the axial direction. The second actuating member 14b is displaceably received/guided within the actuator housing 11a. In this case, the second actuating member 14b is indirectly coupled to the first pressure port 37a via an actuating bearing 38 in the form of a rolling bearing, ie an angular ball bearing. The first pressure port 37a is further connected to the first compression plate 31a without being displaced.

For actuation of the second friction clutch 3 , a further (third) actuating member 14c is formed in the first actuating system 12 . The third actuating member 14c acts on the (second) pressure port 37b of the second friction clutch 3 in an actuation/displacement/adjustment manner. The third actuating member 14c is likewise displaceably received/guided in the actuator housing 11a. The third actuating member 14c is disposed radially inside the second actuating member 14b. The third actuating member 14c is indirectly coupled to the second pressure port 37b via an actuating bearing 38 in the form of a rolling bearing, ie, an angular ball bearing. The second pressure port 37b is also connected to the (second) pressing plate 31b of the second friction clutch 3 without being displaced again.

Also, the second pressure port 37b is formed in such a way that it extends/pierces through the web region 39 . To this end, a plurality of distributed axial through-holes are implemented in the web region 39 when viewed in the circumferential direction, the second pressure port 37b respectively extending through the through-holes as a rod region. do.

In addition to the two friction clutches 2 , 3 , two brake devices 6 , 7 are also provided in the clutch and brake system 1 . In this embodiment the first brake device 6 is arranged in the first subspace 9a , whereas the second brake device 7 is integrated in the second subspace 9b .

The first brake device 6 comprises a plurality of brake elements 15a , 15b which form brake linings and are arranged displaceable relative to each other in the axial direction. Accordingly, the brake elements 15a, 15b are likewise formed as friction elements. The plurality of first brake members 15a of the first brake device 6 are mounted on the first friction member carrier 32a to be rotationally fixed, but displaceable relative to each other in the axial direction. The first brake elements 15a are arranged on the radially outer surface of the sleeve section 33 . The first brake members 15a alternate with the plurality of second brake members 15b when viewed in the axial direction of the rotation shaft 4 . The second brake members 15b are likewise arranged displaceable relative to each other in the axial direction. One of the second brake members 15b is embodied as a (third) opposing plate 30c of the first brake device 6 . The third counter plate 30c is a fixed component of the housing 45 . Further second brake members 15b are also connected to the housing 45 in a rotationally fixed manner. One second brake member 15b is embodied as the (third) compression plate 31c of the first brake device 6 . The third pressing plate 31c forms an axial end of the entire unit composed of the first and second brake members 15a and 15b, opposite the third opposing plate 30c. In total, two first brake elements 15a and three second brake elements 15b are provided.

The third compression plate 31c is coupled to the pressure port 21 of the first brake device 6 without being displaced. To actuate the first brake device 6 , again the first actuation system 12 is used. To this end, the first actuating system 12 comprises a further (first) actuating element 14a connected directly with the pressure port 21 non-displaceable (axially fixed). The first actuating member 14a is likewise received displaceably in the first actuator housing 11a. The first actuating member 14a is disposed on the outside of the second actuating member 14b and the third actuating member 14c in the radial direction. The first actuating member 14a, in its actuated state, ie in the disengaged state, for actuating the first brake device 6 and thus the first friction member carrier 32a/the first friction It is used to brake the second transmission shaft 24b (second shaft component 5b) connected to the member carrier 32a. The pressure port 21 is connected with the actuating system 12 in a rotationally fixed manner and is thus likewise fixedly arranged in the housing.

Accordingly, the first actuating system 12 has an actuating device 10 for actuating at least four torque transmission devices in the form of a first friction clutch, a second friction clutch 3 and a first brake device 6 . , wherein the first actuating member 14a, the second actuating member 14b and the third actuating member 14c are configured to apply actuating motion to the side of the respective torque transmitting device. The three actuating members 14a , 14b and 14c of the first actuating system 12 are all on the same (first) axial end face 47 of the first actuator housing 11a [with respect to the axis of rotation 4 ] ] It protrudes outwardly from the actuator housing 11a.

Three actuating members 14a to 14c for actuating the two friction clutches 2 , 3 and the first brake device 6 are installed in a common first actuation system 12 . The first actuating system 12 is formed in principle in this embodiment as a central slave cylinder in the form of a fluid, ie hydraulic, concentric slave cylinder (CSC), ie as a triple slave cylinder. However, in further embodiments the first actuating system 12 is configured in other ways, for example electrically or electro-hydraulic. Each actuating member 14a to 14c is, in the present embodiment, together with the first housing/actuator housing 11a , forming/comprising a fluid pressure chamber/partial pressure chamber 40a to 40c, fluidic, ie hydraulically adjustable It is formed as a piston/pressure piston. The pressure chambers 40a to 40c are formed in the cylinder region 41 of the first actuator housing 11a. Depending on the hydraulic pressure in the corresponding partial pressure chambers 40a to 40c, the actuating members 14a, 14b, 14c are disengaged and the first friction clutch 2, the second friction clutch 3 or the first brake device 6 ), the corresponding component of the form is actuated.

The first actuating system 12 is arranged in the first partial space 9a in the present embodiment. Furthermore, the first actuation system 12 overlaps the first brake device 6 . The first actuation system 12 overlaps the first brake device 6 in particular axially. To this end, the connecting section 16 of the first actuating system 12 extends radially outward from the cylinder region 41 of the first actuator housing 11a forming the individual pressure chambers 40a to 40c, The connecting section 16 projects axially into the first brake device 6 . For this purpose, the pressure port 21 of the first brake device 6 has a cavity 46 defining a free space 19 . The connecting section 16 extends radially from the cylindrical region 41 radially in such a way that it not only projects axially into the free space 19 but also radially extends through the free space 19 . extends outward The connecting section 16 in particular extends outwardly over the radially outer surface 17 of the pressure port 21 (also on the outer surface 17 of the first brake device 6 ).

The connecting section 16 is embodied as a supply line 13 , here as a fluid/hydraulic supply line 13 . The connection line 13 is fixedly mounted on the first actuator housing 11a. However, for the sake of completeness, it is noted that according to further embodiments, instead of the supply line 13 , each other connecting section 16 of the first actuating system 12 can be inserted into the inside of the free space 19 . note the point Accordingly, the connection section 16 is not intended exclusively for the formation of the supply line 13 . The connecting section 16 can therefore also be embodied as a support section for fixedly gripping/attaching the actuating system 12 to the housing. However, in the case of this embodiment, the support section is not necessarily required, since the cylinder region 41 is supported via the support bearing 42 (rolling bearing) on the side of the connecting shaft 34 in the radial direction. .

Further, the cylinder region 41 is arranged radially inside the brake members 15a and 15b of the first brake device 6 . Accordingly, the three actuating members 14a to 14c are also arranged radially inside the brake members 15a and 15b of the first brake device 6 . Furthermore, the cylinder region 41 protrudes axially into the first brake device 6 under at least partial overlap of the different first and second brake elements 15a , 15b . Further, the cylinder region 41 is arranged radially inside the friction members 27a, 28a of the first friction clutch 2 . Further, the cylinder region 41 at least partially overlaps the friction members 27a and 28a of the first friction clutch 2 in the axial direction.

In FIG. 1 , it can also be confirmed that the second brake device 7 is realized in addition to the first brake device 6 . The second brake device 7 substantially corresponds to the first brake device 6 in terms of construction and operating principle. The second brake device 7 therefore likewise comprises a plurality of first brake elements 18a and a plurality of second brake elements 18b, said brake elements 18a, 18b being brake linings/friction elements. is formed The second brake device 7 has, with its own brake members 18a, 18b, a second friction clutch facing axially away from the friction members 27a, 28a of the first friction clutch 2 . 3) is placed on the side of

The (two) first brake members 18a can be displaced relative to each other in the axial direction, on the side of the further (third) friction member carrier 32c . Further, the first brake members 18a are also connected with the third friction member carrier 32c in a rotationally fixed manner. The third friction member carrier 32c is rotatably connected with a third transmission shaft 24c forming a fourth shaft component 5d. The (three) second brake members 18b of the second brake device 7 are connected with the housing 45 in a rotationally fixed manner so that they can be displaced relative to each other along the axis of rotation 4 . One first brake member 18a is disposed between each two adjacent second brake members 18b. One of the second brake members 18b is formed as the (fourth) opposing plate 30d of the second brake device 7 . The additional second brake member 18b is formed as the (fourth) pressing plate 31d of the second brake device 7 . The fourth compression plate 31d is coupled to the pressure port 43 of the second brake device 7 without being displaced.

In the case of this embodiment, the second brake device 7 is actuated by a second actuating system 13 formed separately from the first actuating system 12 . The second actuating system 13 is likewise part of the actuating device 10 . The second actuation system 13 is likewise designed as a slave cylinder, ie as a hydraulic concentric slave cylinder (CSC). The second actuation system 13 therefore comprises its own (second) actuator housing 11b. The second actuation system 13 is arranged in the second subspace 9b. The second actuation system 13 is arranged axially between the second friction clutch 3 and the second brake device 7 . The (fourth) actuating member 14d of the second actuating system 13 acts to adjust the axial displacement position of the pressure port 43 . The fourth actuating member 14d is displaceably received within the second actuator housing 11b. The fourth actuating member 14d forms a fourth pressure chamber 40d together with the second actuator housing 11b. Accordingly, the second brake device 7 is used as a brake device for braking the third transmission shaft 24c during operation.

Accordingly, a total of four actuating members 14a, 14b, 14c, 14d are provided in the actuating device 10 according to the invention, which actuating members are each of the torque transmitting devices 2, 3, 6, 7, respectively. It is configured to apply actuation motion to one side.

The second brake device 7 has, as its own brake members 18a, 18b, the brake members 15a, 15b of the first brake device 6 and the friction members 27a of the first friction clutch 2 . , 28a) axially offset. Further, the second brake device 7 is arranged axially offset with respect to the friction members 27b, 28b of the second friction clutch 3 by its own brake members 18a, 18b.

Accordingly, the first friction clutch 2 and the first brake device 6 are arranged radially overlapping in the first radially extending partial space 9a. In the first partial space 9a , the friction members 27a , 28a of the first friction clutch 2 are arranged radially inside the brake members 15a , 15b of the first brake device 6 . do. In the axially extending second partial space 9b , the second friction clutch 3 and the second brake device 7 are arranged side by side in the axial direction. In the second partial space 9b , the friction members 27b , 28b of the second friction clutch 3 are arranged side by side with the brake members 18a , 18b of the second brake device 7 in the axial direction. .

2, another second embodiment of a clutch and brake system 1 according to the invention is shown. The second embodiment is constructed and functions in principle according to the first embodiment. Therefore, for the sake of simplicity, only the differences between the two embodiments are described below.

Unlike in the first embodiment, in the second embodiment, the second friction clutch 3 has its own friction members 27b radially outward of the friction members 27a, 28a of the first friction clutch 2 . , 28b). In the case of this embodiment, the second friction clutch 3 has only two first friction members 27b ((second) one first friction member 27b in the form of a pressing plate 31b and fixedly supported in the axial direction. (second) the other first friction member 27b in the form of a pressure plate 30b]. In addition, only one second friction member 28b is provided.

Furthermore, the connecting shaft 34 forming the first shaft component 5a is formed differently. The connecting shaft 34 again forms the respective first clutch components 25a, 25b of the first friction clutch 2 and the second friction clutch 3 , though here they are radially spaced apart from each other. It comprises two sleeve-like support regions (29). In the radially outer support region 29 , the two first friction members 27b of the second friction clutch 3 are received in a rotationally fixed manner and displaceable relative to each other in the axial direction. In the radially inner support region 29 , the first friction members 27a of the first friction clutch 2 are received in a rotationally fixed manner and displaceable relative to each other in the axial direction. The connecting shaft 34 therefore does not here extend through the center of the actuation system as in the first embodiment, but under the superposition of the friction members 27b, 28b of the second friction clutch 3, the dual mass flywheel ( 36) and extends radially outward from the connection position. From the radially outer support region 29 , ie from the engagement position of the friction members 27b , 28b of the second friction clutch 3 , the connecting shaft 34 is opposite to the dual mass flywheel 36 . On the axial side of the friction elements 27b , 28b facing in the direction, they extend radially inward, towards the radially inner support region 29 assigned to the first friction clutch 2 . In addition, the connecting shaft 34 is directly mounted/supported through the support bearing 42 in this embodiment. The connecting shaft 34 is radially supported relative to the second transmission shaft 24b. A (second) pressure port 37b of the second friction clutch 3 is provided with a plurality of circumferentially spaced apart from each other in the connecting shaft 34 , again to act as an adjustment on the friction members 27b , 28b . It extends through the through hole of

Accordingly, in the second embodiment, in the first partial space 9a of the mounting space 8 , the first friction clutch 2 and the second friction clutch 3 have their friction members 27a, 28a; 27b. , 28b). The second friction clutch 3 , as its own friction members 27b , 28b , is arranged radially outward of the friction members 27a , 28a of the first friction clutch 2 . As a result, the two friction clutches 2 , 3 are disposed radially overlapping each other in the first partial space 9a. 2 , the friction members 27a , 28a of the first friction clutch 2 overlap with the friction members 27b , 28b of the second friction clutch 3 in the axial direction.

Furthermore, the second brake device 7 is now arranged in the axial direction between the first friction clutch 2 and the brake members 18a , 18b of the second brake device 7 . The first brake device 6 is (completely) integrated in the second partial space 9b together with the second brake device 7 . The first brake device 6 is arranged, with its own brake members 15a , 15b axially parallel to the brake members 18a , 18b of the second brake device 7 . Accordingly, the first and second brake devices 6 , 7 are arranged in the second subspace 9b with axial overlap. The first brake device 6 has, with its own brake members 15a, 15b, the friction members 18a of the second brake device 7 which, when viewed in the axial direction, are directed towards the first friction clutch 2 , 18b).

In addition, with respect to the first brake device 6 , it can be well seen that the number of the brake members 15a , 15b of the first brake device 6 is not limited to the embodiment shown in FIG. 1 . In FIG. 2 , three first brake elements 15a are now used which are accommodated in a rotationally fixed manner and axially relative to each other displaceable on a further individual (fourth) friction element carrier 32d. In addition, a total of four second brake members 15b are fixed to the housing and are accommodated in an axial direction relative to each other. One of the second brake members 15b again forms a pressure plate 30c, and another second brake member 15b forms a compression plate 31c.

Furthermore, the individual torque transmission devices in the form of the first and second friction clutches 2 , 3 and the first and second brake devices 6 , 7 can all be actuated by one common actuation system 12 . . Said actuating system 12 is again embodied as hydraulic slave cylinders (CSC), ie as multiple slave cylinders, and is constructed and functions generally according to the first actuating system 12 of the first embodiment.

The cylinder region 41 of the actuating system 12 displaceably accommodates a total of four actuating members 14a to 14d, or one of the pressure chambers 40a to 40d together with each of the four actuating members 14a to 14d. form one The actuating system 12 is not only arranged radially inward of the brake elements 15a, 15b of the first brake device 6 partly into its cylinder region 41 , as well as the brake elements partly axially formed and arranged in an overlapping manner.

The first actuating member 14a and the fourth actuating member 14d are now directed at a common first end face 47 of the actuator housing 11a (axially directed in the opposite direction of the first friction clutch 2 ). side] protrudes outwardly from the actuator housing 11a. The first actuating member 14a is disposed radially inward of the fourth actuating member 14d. On the second end face 48 of the actuator housing 11a opposite the first end face 47 , two other actuating members in the form of a second actuating member 14b and a third actuating member 14c are the actuators. It protrudes outwardly from the housing 11a. The second actuating member 14b is disposed radially inward of the third actuating member 14c. In addition, the second actuating member 14b and the third actuating member 14c are arranged side by side with the first actuating member 14a and the fourth actuating member 14d in the axial direction. As a result, the actuation system 12 is configured for actuation in two opposite axial directions in the case of the second embodiment.

The connecting section 16 of the actuating system 12 is arranged axially between the two friction clutches 2 , 3 and the first brake device 6 , radially outward from the cylinder area 41 and the housing ( 45) extends outward. It is also confirmed in FIG. 2 that the connecting section 16 is formed as a supply line 49 . The supply line 49 is connected to the actuator housing 11a, ie the supply line 49 is a fixed component of the actuator housing 11a. A supply line 49 runs from the radially outer surface to the cylinder region 41 . The supply line 49 is a fixed component of the actuator housing 11a. In the cylinder region 41 , in the present embodiment, a plurality of connecting lines/connecting channels configured as connecting bores 50 are constituted, of which only one of the connecting lines is shown for convenience. Each connection line connects the respective pressure chambers 40a to 40d and the supply line 49 . Each connecting line not only extends in a straight line/only radially, but also at an angle with respect to the radial and axial directions of the clutch and brake system 1 . As a result, a very dense formation of the cylinder region 41 is realized.

The first actuating member 14a and the fourth actuating member 14d project outwardly on the side of the cylinder region 41 facing away from the friction clutches 2 , 3 in the axial direction. The two second and third actuating members 14b and 14c are separated from the cylinder region 41 on the axial side towards the friction members 27a, 28a; 27b, 28b of the friction clutches 2 , 3 . protruding outward The actuation system 12 is thus configured to act in the opposite axial direction to the corresponding torque transmission devices. The two second and third actuating members 14b and 14c are non-displaceably engaged on the pressure ports 37a, 37b of the friction clutches 2 and 3 by actuating bearings 38, respectively. The two actuating bearings 38 of the two second and third actuating members 14b and 14c overlap radially. The two first and fourth actuating members 14a, 14d are non-displaceably coupled with the brake devices 6 and 7 via the pressure ports 21 and 43 . The pressure port 43 of the second brake device 7 extends in the axial and radial directions from the outside of the first brake device 6 along its periphery to its pressing plate 31d.

Accordingly, in the case of the second embodiment, in the first subspace 9a , the first friction clutch 2 serves as its own friction members 27a , 28a to the friction members of the second friction clutch 3 ( 27b, 28b) radially inward. At the same time, in the second partial space 9b , the first brake device 6 , with its own brake members 15a , 15b , in the axial direction the brake members 18a of the second brake device 7 , , 18b) and placed side by side. The actuating system 12 is mainly arranged in the second subspace 9b, but axially in the first subspace 9a with its actuating members 14b, 14d and the actuating bearings 38 associated therewith protruding inward The actuation system 12 is thus arranged in the two partial spaces 9a, 9b in the present embodiment.

In other words, two clutches (friction clutches 2, 3) and two brakes (brake devices 6, 7) between the drive engine (eg combustion engine) and the transmission 23 according to the present invention ], a clutch and brake system 1 is implemented. A total of four torque transmission devices 2 , 3 , 6 and 7 can be operated independently of each other. The available rotational mounting space has an L-shaped cross-section, in which two clutches 2, 3 and two brakes 6, 7, and (four part) actuation systems [first and second actuation systems] (12, 13)] is matched (clutch and brake system 1).

The unit 1 is connected with the drive engine through the drive shaft 22 and with the transmission 23 through three concentrically arranged shafts (transmission shafts 24a, 24b, 24c). The unit 1 may also transmit torque to its own housing 45 connected to the drive engine housing and/or the transmission housing 44 . The unit 1 has a first clutch [K1; second friction clutch (3)], through which the drive shaft (22) is positioned at the center of three concentrically arranged transmission shafts (24a, 24b, 24c) for the purpose of transmitting torque and thus can be connected to a transmission shaft (first transmission shaft 24a) forming an internal transmission input shaft among the three transmission input shafts 24a, 24b, 24c. Further, the unit 1 has a second clutch 3 [K2; first friction clutch (2)], through which the drive shaft (22) is a central transmission of three concentrically arranged transmission shafts (24a, 24b, 24c) for the purpose of transmitting torque. It forms a shaft and may be connected with a transmission shaft (second transmission shaft 24b) formed as a hollow shaft. Also, the unit 1 has a first brake [B1; first brake device (6)], the first brake brakes the central transmission shaft (24b) of the three concentrically arranged transmission shafts (24a, 24b, 24c) toward the fixed housing (45); and/or gripped. Also, the unit 1 has a second brake [B2; a second brake device 7], the second brake holding the external transmission shaft (the third transmission shaft 24c) among the three transmission shafts 24a, 24b, 24c arranged concentrically in the fixing housing 45 ) to brake, and/or grip.

1 shows a unit 1 arranged in a radially extending area of an L-shaped rotatable mounting space in such a way that B1 and K2 overlap in the radial direction. Also located within the radially extending area of the L-shaped swivel mounting space are a dual mass flywheel (DMF) 36 and an actuating system (first actuating system 12), wherein the actuating systems are radially superimposed on each other. It is formed as a "concentric slave cylinder" (CSC) comprising three pressure chambers 40a, 40b, 40c which are arranged in a concentric manner. In this case, the actuation system 12 is accommodated radially inside K2, and its coupling (eg supply line, support) is located axially between the two clutches 2 , 3 and the DMF 36 . The actuation system 12 may be connected with an intermediate shaft (connection shaft 34 ) via a bearing 42 . K1 and B2 are arranged in an axially extending area of the L-shaped mounting space in an axially overlapping manner. B2 has its own actuation system (second actuation system 13), which is here formed as a CSC comprising a pressure chamber 40d and is located axially between K1 and B2.

B1 is positioned completely radially outward, and K2 is positioned radially inward of B1. The two torque transmitting devices 2 , 6 are connected with a commonly used connecting member (eg, the disk carrier/first friction member carrier 32a ), which connecting member partially radially connects the two torque transmitting devices 2 , 6) and extends from here to the central transmission shaft 24b.

The torque of the drive engine is transmitted from the drive shaft 22 (eg crankshaft) to the DMF 36 and from there axially parallel to the transmission input shafts 24a, 24b, 24c and radially to the actuation system ( 12) via an intermediate shaft 34 disposed on the inside of K2 and K1. By conducting torque from the radially large DMF 36 to the radially small intermediate shaft 34 , the torque passes through the stationary actuation system 12 to the clutch carrier (support including the web region 39 ). area 29 ], which clutch carrier starts from the intermediate shaft 34 and extends again radially outward to support the clutches 2 , 3 .

K1 is configured to be small in the radial direction and arranged side by side with the actuation system 12 . The crimp plate of K1 (second crimp plate 31b) is actuated through a pressure port K1 (second pressure port 37b) extending partially through the clutch carriers 29 and 39, which pressure port connects the pressing plate 31b and the actuating bearing 38 of the actuating system 12 assigned to K1. The opposing plate of K1 (the second opposing plate 30b) is connected with the clutch carriers 29 and 39 . For this purpose, the clutch carriers 29 , 39 grip over K1 in the radial direction. Through the mutual support of the actuating system 12 and the intermediate shaft 34 , a closed force flow for K1 is achieved. The plates or disks of K1 (friction members 27b, 28b) are connected with the internal transmission input shaft 24a axially movably, for example via a disk carrier (second friction member carrier 32b) .

K2 is arranged radially outwardly of the actuation system 12 . The pressing plate of K2 (first pressing plate 31a) is operated through a pressure port K2 (first pressure port 37a) gripping the circumference of the clutch carriers 29 and 39, which pressure port is It connects the pressing plate 31a and the actuating bearing 38 of the actuating system 12 assigned to K2. The opposing plate of K2 (the first opposing plate 30a) is connected with the clutch carriers 29 and 39 . Through mutual support between the actuation system 12 and the intermediate shaft 34 , a closed force flow for K2 is achieved. The plates or disks of K2 (friction members 27a, 28a) are axially driven through a disk carrier (first friction member carrier 32a) which grips the circumference of the clutch carrier 29, 39 on the transmission side toward the outside. It is connected to the central transmission input shaft 24b so as to be movable in the direction. The disc carrier also supports the plates of B1 (first and second brake members 15a, 15b) which, on the contrary, are connected with the disc carrier 32a inwardly. The crimping plate of B1 (third crimping plate 31c) is actuated via the pressure port B1 (pressure port 21) which overlaps tangentially with the supply line (supply line 49) of the actuating system 12 . . In this case, the actuation system 12 pressurizes directly to the pressure port 21 of B1. The opposing plate (third opposing plate 30c) of B1 is connected with the transmission housing 44, for example. B2 is configured to be small in the radial direction and placed side by side with K1. The crimping plate of B2 (the fourth crimping plate 31d) is connected with the pressure port B2 (the pressure port 43), which in turn includes an operating system comprising its own supply line (supply line 49). It is operated via the [second actuation system 13]. The opposing plate (fourth opposing plate 30d) of B2 is connected with the transmission housing 44, for example. The plates or disks of B2 (brake members 18a, 18b) are connected with the external transmission input shaft 24c axially movable, for example via a disc carrier (third friction member carrier 32c).

One aspect describes the arrangement of torque transmission devices/torque transmission units 2 , 3 , 6 , 7 . B1 and K2 overlap radially, and they both use a (common) disc carrier 32a which grips the central transmission input shaft 24b between K1 and B2 for torque transmission. K1 and B2 are arranged side by side with each other in the axial direction. Another aspect relates to the arrangement of actuation systems 12 , 13 . The actuation systems of B1, K2 and K1 (first actuation system 12) are located radially inside K2. B2 is actuated by a unique actuation system 13 arranged between K1 and B2 in the axial direction. Another aspect describes the space-saving overlap of the pressure port B1 (pressure port 21 ), and the coupling of the actuation system 12 to actuate B1 , K2 and K1 . Since the actuation system 12 as well as B1, for example, are fixedly connected with the transmission bell housing (transmission housing 44) and do not carry out relative motion with respect to each other in the circumferential direction, overlap may occur. Another aspect is that at least three pistons (first actuating member 14a, second actuating member 14b, and third actuating member 14c) are disposed within the CSC assembly or CSC housing 44 and act in the same direction. related to the CSC. Another aspect is that at least two plates or disks (friction members and/or discs) on the connecting member (here the brake members 15a, 15b and the friction members 27a, 28a on the first friction member carrier 32a) brake members), the plates or discs 15a, 15b; 27a, 28a being coupled on the connecting member 32a from the inside as well as from the outside, which may belong to different torque transmission devices. have.

FIG. 2 shows a unit 1 arranged in a radially extending area (first subspace 9a ) of an L-shaped rotatable mounting space 8 , with K1 and K2 overlapping in the radial direction. Further, the DMF 36 is located in the radially extending area 9a of the L-shaped rotational mounting space 8 . B1 and B2 overlap in the axial direction and are arranged in an axially extending region of the L-shaped mounting space 8 (the second partial space 9b). In addition, in the axially extending region 9b of the L-shaped rotational mounting space 8 , which is arranged one on top of one another in the radial direction for the clutches 2 , 3 operated here in the direction of the engine/drive engine, Two pressure chambers (second pressure chamber 40b and third pressure chamber 40c), axially parallel thereto, radially for the brakes 6 , 7 actuated in the direction of the transmission 23 . There is an actuation system 12 formed as a (multiple) CSC comprising two pressure chambers (a first pressure chamber 40a and a fourth pressure chamber 40d) arranged one over the other.

K1 is radially disposed completely outward, and K2 is radially disposed inside K1. The torque of the drive engine is transmitted from the drive shaft 22 (eg crankshaft) to the DMF 36, and from there via a connecting member (eg driving crown), the counter plate 30b of K1. and a clutch carrier (connecting shaft 34) connected with both of the opposing plates 30a of K2. A connecting member (connecting shaft 34) extends radially outwardly from the DMF teeth to the counter plate 30b of K1. The clutch carrier 34 engages the perimeter of K1 and runs radially inward to the counter plate 30a of K2. The press plate 31b of K1 is actuated via a pressure port 37b of K1 which extends partially through the clutch carrier 34, which pressure port is the actuation bearing 38 of the actuation system 12 assigned to K1. ) is connected to the compression plate (31b). The counter plate 30b of K1 is connected to the clutch carrier 34 . The plates or disks 27b, 28b of K1 are connected with the internal transmission input shaft 24a axially movable, for example via a disk carrier (second friction member carrier 32b). The disc carrier overlaps between the clutch carrier 34 and the connecting member towards the DMF 36 and has a large radial extension based on the large diameter of K1. K2 is radially disposed inside K1. The crimp plate 31a of K2 is actuated via a pressure port 37a which connects the actuating bearing 38 of the actuation system 12 assigned to K2 with the crimp plate 31a. The opposing plate 30a of K2 is connected with the clutch carrier 34 and supported on the central transmission input shaft 24b through the support bearing 42 . The plates or disks 27a, 28a of K2 are connected, axially movably, with the central transmission input shaft 24b via a disk carrier (first friction member carrier 32a).

B1 is arranged radially on the outside of the part of the actuating system 12 responsible for the brakes 6 , 7 and axially alongside the coupling of the actuating system. The compression plate 31c of B1 is actuated through the pressure port 21 (of B1) which overlaps tangentially with the pressure port 43 of B2. In this case, the actuation system 12 directly pressurizes the pressure port 21 of B1. The counter plate 30c of B1 is connected with, for example, the transmission housing 44 . The plates or disks 15a, 15b of B1 are connected, axially movably, with the central transmission input shaft 24b via a disk carrier (fourth friction member carrier 32d). B2 is configured to be small in the radial direction and arranged side by side with B1. The compression plate 31d of B2 is actuated through the engagement portion of the actuation system 12 and the pressure port 43 (of B2) tangentially overlapped with the pressure port 21 of B1. The counter plate 30d of B2 is connected with, for example, the transmission housing 44 . The plates or disks 18a, 18b of B2 are connected with the external transmission input shaft 24c, for example via a disk carrier (third friction member carrier 32c).

Even in this respect, an aspect describes the arrangement of the torque transmission devices 2 , 3 , 6 , 7 . K1 and K2 overlap in the radial direction, the two being interconnected via a clutch carrier 34 . B1 and B2 are arranged side by side with each other in the axial direction. Another aspect describes the arrangement of the actuation system 12 . The actuation system 12 is arranged axially between the clutches 2 , 3 and the brakes 6 , 7 and descends in part radially below K1/K2 and/or B1 . The actuation system 12 operates not only the two clutches 2 , 3 , but also the two brakes 6 , 7 . Another aspect describes a possible supply to a total of four pressure chambers 40a - 40d via beveled radial bores (connection bore 50 ) in implementation of actuation system 12 as a CSC. Another aspect describes a CSC in which at least two pistons 40a, 40d; 40b, 40c are actuated in axially opposite directions. In this case, one piston may apply a force in one axial direction, and the other piston may apply a force in the other axial direction. Further, the additional pistons may be arranged overlapping in the radial direction. Another aspect describes a CSC in which four pistons 40a, 40b, 40c, 40d are disposed within a CSC assembly or CSC housing 44, each two acting in the same direction.

All torque transmission devices 2 , 3 , 6 , 7 described include at least one plate or disc. All torque transmission devices 2 , 3 , 6 , 7 can be configured as a multi-disc clutch, a multi-disc brake, a multi-disc clutch, or as a multi-disc brake with more than two friction surfaces. The large plates 30c, 30d of the brakes 6, 7 are connected with the transmission housing 44 or the actuation system 12, whereby a closed force flow is formed. The actuation systems 12 , 13 described may be of any type (eg mechanical, hydraulic, pneumatic, electromechanical, etc.). The described actuation systems 12 , 13 can act both in the direction of the engine/drive engine and also in the direction of the transmission 23 . The described clutch carriers 29 , 39 as well as the intermediate shaft 34 may consist of one or more members.

Accordingly, in one embodiment, the hydraulic actuation system 12 is formed in the form of an engaging system comprising three or more pistons (actuation members 14a - 14d) disposed concentrically and overlapping radially. do. This configuration is very axially capable of actuating more than two torque transmission devices 2 , 3 , 6 , 7 , in this special case the clutches 2 , 3 and the brakes 6 , 7 . It offers space-saving possibilities. In the case of the rotating devices 2 , 3 to be actuated, not only the pistons 14b , 14c but also the meshing bearings (actuating bearings 38 ) are arranged overlapping in the radial direction, and the fluid supply line is connected to all the pressure chambers. (40a, 40b, 40c, 40d). One embodiment of the hydraulic engagement system 12 comprising three pistons 14a , 14b , 14c is shown in FIG. 1 .

Thus, according to one aspect, at least three pistons 14a , 14b , 14c are arranged in a CSC assembly or CSC housing (first actuator housing 11a ) and acting in the same direction ( CSC (first actuation system 12 )) is described

According to another embodiment, a hydraulic engagement system is implemented comprising concentrically arranged pistons 14a to 14d whose direction of operation is opposite to each other. In this case, the pistons 14a to 14d can overlap not only in the radial direction but also in the axial direction. In the case of the radially overlapping pistons 14a to 14d acting in opposite directions, a difficulty arises in ensuring the supply line to the inner pressure chambers 40a, 40b. In the case of axially overlapping pistons 14a to 14d, the possibility of arranging the meshing system 12 between the at least two torque transmission members 2, 3, 6, 7 to actuate them in opposite directions is derived, which provides an advantage in terms of mounting space. In figure 2 there are two pressure chambers 40b, 40c arranged one on top of one another in the radial direction, for clutches 2 , 3 actuated in the direction of the engine, and axially parallel thereto, for clutches 2 , 3 actuated in the direction of the transmission. The multiple CSC is shown comprising two pressure chambers 40a, 40d arranged one on top of one another in the radial direction, for the brakes 6, 7 to be used. Another aspect describes a CSC 12 in which at least two pistons 14a - 14d are actuated in axially opposite directions. In this case, one piston 14a to 14d may apply a force in one axial direction, and the other piston 14a to 14d may apply a force in the other axial direction. Further, the additional pistons 14a to 14d may be disposed overlapping in the radial direction. Another aspect describes a CSC 12 in which four pistons 14a - 14d are disposed within the CSC assembly or CSC housing 11a, two each acting in the same direction. The described actuation systems 12 , 13 can act not only in the direction of the engine but also in the direction of the transmission. A suitable possibility to enable a fluid supply provides for the formation of supply parts (connection lines 50 ) as oblique radial bores 50 . As a result, a plurality of feeds are arranged in one plane in a very space-saving manner. An embodiment for axially overlapping and counter-acting pistons 14a to 14d with a specified oblique radial feed 50 is shown in FIG. 2 . Another aspect is that, in the implementation of the actuation system 12 as a CSC, possible supply to a total of four pressure chambers 40a to 40d via oblique radial lines/(fluid) supplies/bores 50 is provided. describe

Preferably, the operating device 10 may be used in a hybrid module, and illustration of the hybrid module is omitted for convenience. The hybrid module forms a clutch system comprising at least two, preferably three, clutches. The actuating device 10 is preferably configured for use in a dry or wet multiple clutch, for example a triple clutch.

1: Clutch and brake system
2: first friction clutch
3: second friction clutch
4: axis of rotation
5a: first shaft component
5b: second shaft component
5c: third shaft component
5d: fourth shaft component
6: first brake device
7: second brake device
8: mounting space
9a: first subspace
9b: second subspace
10: operating device
11a: first actuator housing
11b: second actuator housing
12: first actuation system
13: second actuation system
14a: first actuating member
14b: second actuating member
14c: third actuating member
14d: fourth actuating member
15a: first brake member of the first brake device
15b: second brake member of the first brake device
16: Connection section
17: exterior
18a: first brake member of the second brake device
18b: second brake member of the second brake device
19: free space
20: drive train
21: pressure port of the first brake device
22: drive shaft
23: gearbox
24a; first transmission shaft
24b: second transmission shaft
24c: third transmission shaft
25a: first clutch component of first friction clutch
25b: first clutch component of the second friction clutch
26a: second clutch component of first friction clutch
26b: second clutch component of the second friction clutch
27a: first friction member of first friction clutch
27b: first friction member of the second friction clutch
28a: second friction member of first friction clutch
28b: second friction member of the second friction clutch
29: support area
30a: first counter plate
30b: second opposing plate
30c: third opposing plate
30d: fourth opposing plate
31a: first compression plate
31b: second compression plate
31c: third compression plate
31d: fourth compression plate
32a: first friction member carrier
32b: second friction member carrier
32c: third friction member carrier
32d: fourth friction member carrier
33: sleeve section
34: connecting shaft
35: through hole
36: dual mass flywheel
37a: first pressure port of first friction clutch
37b: second pressure port of the third friction clutch
38: working bearing
39: web area
40a: first pressure chamber
40b: second pressure chamber
40c: third pressure chamber
40d: fourth pressure chamber
41: cylinder area
42: support bearing
43: pressure port of the second brake device
44: transmission housing
45: housing
46: cavity
47: first end face
48: second end face
49: supply line
50: line/supply/connection bore

Claims (10)

An actuating device (10) having a first actuating member (14a), a second actuating member (14b) and a third actuating member (14c) for actuating at least four torque transmitting devices (2, 3, 6, 7) , wherein the actuating members (14a, 14b, 14c) are configured to apply actuating motion to the side of the torque transmitting device (2, 3, 6),
A fourth actuating member 14d is provided which is configured to apply actuating motion to the side of the additional torque transmitting device 7 , wherein at least three of the four actuating members 14a, 14b, 14c, 14d have one common actuator Actuating device (10), characterized in that it is displaceably arranged in the housing (11a). 2. The actuator according to claim 1, wherein two of the at least three actuating members (14a, 14b, 14c, 14d) project outwardly from the actuator housing (11a) at a common first end face (47) of the actuator housing (11a). Actuating device (10), characterized in that it becomes. 3. The actuator according to claim 1 or 2, characterized in that three actuating members (14a, 14b, 14c) project outwardly from the actuator housing (11a) at the first end face (47) of the actuator housing (11a). which, actuating device (10). 3. The actuator housing (11a) according to claim 1 or 2, wherein two of the at least three actuating members (14a, 14b, 14c, 14d) are at a common second end face (48) of the actuator housing (11a). Actuating device (10), characterized in that it projects outwardly from. 3. A (fluid) supply according to claim 1 or 2, wherein a total of four actuating elements (14a, 14b, 14c, 14d) are arranged together in the actuator housing (11a) and/or to the pressure chambers (40). Actuating device (10), characterized in that (50) extends obliquely with respect to the axial and radial directions. 3. The actuator housing (11a) according to claim 1 or 2, wherein the actuator housing (11a) is part of an actuating system (12) formed as a slave cylinder, at least three actuating members (14a, 14b, 14c) arranged in the actuator housing (11a); 14d), characterized in that they are designed as adjusting pistons. 3. The first actuating system (12) according to claim 1 or 2, wherein two actuating systems (12, 13) are provided which are formed separately from each other and each having an actuator housing (11a, 11b). At least three actuating members 14a, 14b, 14c are displaceably accommodated in the first actuator housing 11a, and at least one actuating member 14d in the second actuator housing 11b of the second actuation system 13 Actuating device (10), characterized in that it is received displaceably. Clutch and brake system (1) for a motor vehicle drivetrain (20) with four torque transmission devices (2, 3, 6, 7) and one actuating device (10) according to claim 1 or 2 a clutch and brake system for a motor vehicle drive train, in which each torque transmission device (2, 3, 6, 7) is assigned one actuating member (14a, 14b, 14c, 14d) for actuation of said torque transmission device . A drive train (20) for a motor vehicle, with a clutch and brake system (1) according to claim 8. A hybrid module for a motor vehicle drivetrain, with an actuating device (10) according to claim 1 or 2.

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