KR20210044880A - Dual clutch mechanism - Google Patents

Abstract

The present invention relates to a dual clutch mechanism 10,
-First and second multi-disc wet clutches (E1, E2) that rotate around the axis (X) and are controlled to selectively couple the drive shaft to the first and second driven shafts, respectively,-the first clutch (E1) ) Is located radially outward with respect to the second clutch E2 -, and
-Comprising first and second actuation systems (30, 40) arranged to engage or disengage the first and second clutches (E1, E2), respectively,
-Each operating system (30, 40),
Pressure chambers 31 and 41 arranged to receive pressurized fluid,
Pistons (32, 42) movable in the axial direction,
It comprises a balancing chamber (33, 43) located on the opposite side from the pressure chamber (31, 41) with respect to the piston (32, 42),
The pressure chambers 31 and 41 apply an axially opposed operating force to the pistons 32 and 42, and the outer diameter of the pressure chamber 31 of the first clutch E1 is the pressure chamber of the second clutch E2. It is smaller than the outer diameter of (41).

Description

Dual clutch mechanism

The present invention relates to a small dual clutch mechanism as used in the automotive field. The invention also relates to a transmission system comprising such a dual clutch mechanism. The transmission system is configured to be located in the drivetrain between the combustion engine and the gearbox of a motor vehicle or so-called industrial vehicle in particular, the industrial vehicle being, for example, a large vehicle, a public transport vehicle or an agricultural vehicle.

The clutch mechanism comprises a clutch rotating about an axis of rotation and a force generator arranged to configure the clutch in a so-called disengaged or engaged configuration by a moving part called a piston, to transfer the force generated by the force generator to the clutch. It is known to be able to deliver.

In a known manner, the actuating system comprises (i) a pressure chamber arranged to receive pressurized fluid, (ii) axially movable in the pressure chamber, and radially from the outside of the pressure chamber to engage or disengage the clutch. An elongated piston, (iii) a balance chamber positioned on the opposite side of the pressure chamber with respect to the piston, the balance chamber being able to generate a so-called return force with respect to the piston. Contains elements.

Hydraulic fluid is supplied to the balancing chamber through a so-called low pressure fluid duct. During operation, at all times, this balancing chamber is thus filled with the fluid. The radial dimension of this balancing chamber with respect to the radial dimension of the pressure chamber is configured such that the axial force that the piston is affected by the centrifugal force is canceled, making displacement of the piston impossible only by centrifugal force.

However, the pressure chamber is supplied with pressurized hydraulic fluid to allow displacement of the piston between a first position corresponding to the engaged configuration of the clutch and a second position corresponding to the disengaged configuration of the clutch. To this end, the pressurized hydraulic fluid is conveyed to the pressure chamber by means of a so-called high pressure fluid duct.

Such mechanisms are described in prior art documents such as DE 10 2008 022 525 and FR 3062694. If an application with the same working pressure but higher torque is pursued with this mechanism, it is necessary to increase the number of friction disks present in the clutch to meet this requirement. However, this increase has the disadvantage of increasing the gain (torque/pressure expressed in N.m/bar) of the clutch. However, the higher the gain, the more difficult it is to accurately control the expected torque response.

The invention aims in particular to provide a simple, effective and economical solution to this problem.

Another object of the present invention is to reduce vibrations generated in the clutch area and appearing in the drivetrain of the vehicle during the slip phase of the clutch (also called "chatter").

It is an object of the present invention to propose a dual wet clutch mechanism which makes it possible to at least partially overcome some of the drawbacks of the prior art while in particular maintaining the same dimensions.

The present invention achieves this by proposing a dual clutch mechanism,

-First and second multi-disc wet clutches that rotate around the axis X and are controlled to selectively couple the drive shaft to the first and second driven shafts, respectively.- The first clutch is external to the second clutch. Located radially at ―, and

-First and second actuation systems arranged to engage or disengage the first and second clutches, respectively,

-Each operating system,

A pressure chamber arranged to receive pressurized fluid,

· A piston that can be moved in the axial direction,

A balancing chamber located on the opposite side from the pressure chamber with respect to the piston,

The pressure chamber applies an axially opposed operating force to the piston,

The outer diameter of the pressure chamber of the first clutch is smaller than the outer diameter of the pressure chamber of the second clutch.

This particular configuration,

-Reduce the second rank of the first clutch in the field using the same torque, or

-Or offset the increase in the gain of the first clutch in the field using higher torque.

Make it possible.

If the outer diameter of the pressure chamber of the first clutch is smaller than the outer diameter of the pressure chamber of the second clutch, the ratio (PxS) of the pressure multiplied by the surface area is changed to reduce the gain and at the same time maintain the same force on the clutch disk to transmit torque. There is. Therefore, the smaller the radial surface area of the pressure chamber, the less the gain.

With the same actuation force in the clutch, reducing the radial surface area of the pressure chamber reduces the gain. At force F=PxS, the smaller S, the larger P. Thus, for the same torque, there is more pressure. Since the gain is expressed in N.m/bar, less torque is generated for 1 bar.

In the context of the present invention, the terms "lesser" or "same" should be understood as being less than or equal to manufacturing tolerances.

In the following description and claims, the following terms are used for ease of understanding in a non-limiting manner.

-In the "front" AV or "rear" AR in the direction relative to the axial orientation determined by the main rotational axis (X) of the automobile transmission, the "rear" AR represents the part located on the right side of the drawing from the transmission side, and " Front" AV refers to the left part of the drawing from the engine side; And

-In "inside/inside" or "outside/outside" with respect to axis (X) and along a radial orientation orthogonal to said axial orientation, "inside" denotes the part proximate to the longitudinal axis (X), and "outside "Represents a part away from the longitudinal axis (X).

The dual clutch mechanism according to the first aspect of the invention can advantageously comprise at least one of the following improvements, and the technical features forming these improvements can be considered individually or in combination:

-Each actuation system further comprises an elastic return element, wherein the elastic return element of the actuation system of the first clutch is located radially outside the balance chamber of the first clutch. Thus, the external positioning of this return element causes the piston of the first clutch's actuation system to receive a force opposite to the actuation force during its actuation, and the origin of the actuation force vector is near the contact radius between the piston and the assembly of the clutch disc of the clutch. Is located in the radial direction. This makes it possible to reduce chattering, especially by keeping the piston as perpendicular to the axis as possible during operation.

-The elastic return element of the actuation system of the first clutch is a disc spring washer, or consists of a helical spring;

-The elastic return element of the actuating system of the second clutch consists of a helical spring;

-The elastic return element of the actuating system of the first clutch is located axially between the input disk carrier common to the clutch and the piston of the actuating system of the first clutch;

-The second clutch and the elastic return element of the actuation system of the first clutch radially overlap;

-The elastic return element of the actuation system of the first clutch comprises a balance cover suitable for radially closing the corresponding balance chamber;

-Each piston,

A first portion extending radially outside of the pressure chamber to engage or disengage the corresponding clutch, and

It is formed by a second part which is located radially inside the first part and interacts with the pressure chamber.

-The second part of the piston of the operating system of the first clutch consists of a first radially extending surface connected to the first axially extending surface.

-The outer diameter of the balancing chamber of the first clutch is smaller than the outer diameter of the balancing chamber of the second clutch. The purpose of this is to maintain a rather close balance between the pressure and the balancing chamber of the first clutch, in particular to achieve 100% balance for each chamber.

-The difference (d1) between the outer diameter of the pressure chamber of the first clutch and the outer diameter of the pressure chamber of the second clutch (d1) is the same as the difference (d2) between the outer diameter of the balance chamber of the first clutch and the outer diameter of the balance chamber of the second clutch. Do.

-The inner diameter of the pressure chamber of the first clutch is the same as the inner diameter of the pressure chamber of the second clutch and/or the inner diameter of the balance chamber of the first clutch is the same as the inner diameter of the balance chamber of the second clutch.

According to a second aspect, the invention also relates to a transmission system for a motor vehicle comprising such a dual clutch mechanism:

-The first clutch is rotatably coupled to the first output shaft of the transmission by means of a first output disk carrier;

-The second clutch is rotatably coupled to the second output shaft of the transmission by means of a second output disk carrier;

-The first and second clutches are alternately rotatably coupled to the input drive plate, and the input drive plate is rotatably coupled to the input shaft rotated by at least one crankshaft.

The invention will be better understood, and its objects, details, features and advantages will become more apparent from the following description given purely by way of example with reference to the accompanying drawings.

1 is an axial cross-sectional view of a first exemplary embodiment of a dual clutch mechanism according to a first aspect of the present invention.

Referring to Fig. 1, a first exemplary embodiment of a dual clutch mechanism 10 according to a first aspect of the present invention is shown.

The dual clutch mechanism is preferably of a multi-disc dual wet clutch type and has a main axis of rotation (X). The dual clutch mechanism 10 is integrated in the transmission line 1 comprising a transmission rotatably coupled to the dual clutch mechanism 10.

The dual clutch mechanism 10 comprises at least one input element 2, called a torque input element, rotatably connected to a drive shaft (not shown) around the axis X. The input element 2 is located in front of the dual wet clutch mechanism 10.

In the first embodiment, the generally L-shaped input element 2 comprises a radially oriented annular portion formed by the input drive plate 3 and an axially oriented portion formed by the hub 4 do. The input drive plate 3 and the input hub 4 are rigidly connected and are preferably fixed together by welding and/or riveting, such as through laser welding.

The hub 4 is arranged radially inside with respect to the input drive plate 3.

The input hub 4 is rotatably connected to the output of a damping device (e.g. a dual mass flywheel), for example by a spline, the input of the damping device in particular for rotating the engine provided to the vehicle by a flywheel. It is connected to the drive shaft formed by the crankshaft.

The input drive plate 3 includes a tooth 9 at its axially oriented outer radial end that extends radially outward and presses the input disk carrier 8 common to the clutches E1 and E2. I'm doing it. The hub 4 for that part is located at the inner radial end. The retaining ring 5 axially holds the assembly.

The input disk carrier 8 common to the clutches E1 and E2 is composed of an outer disk carrier 14 of the first clutch E1 and an inner disk carrier 24 of the second clutch E2. In the example under consideration, the outer disk carrier 14 and the inner disk carrier 24 are rigidly fixed together by welding.

The dual wet clutch mechanism 10 selectively connects the drive shaft to a first driven shaft (not shown) and a second driven shaft (not shown) by means of a first clutch E1 or a second clutch E2, respectively. Controlled to combine.

In the context of the invention, the input shaft is rotated at least by the crankshaft of the engine, for example a combustion engine; The first and second transmission shafts are suitable for rotatably coupling to a transmission, for example a gearbox of the type provided on a motor vehicle.

Preferably, the first driven shaft and the second driven shaft are coaxial. The first driven shaft is rotated when the first clutch E1 is closed, and the second driven shaft is rotated when the second clutch E2 is closed.

The multi-disc assembly of the first clutch E1 includes a flange 11 rotatably connected to the input disc carrier 8, and a friction disc 12 rotatably connected to a disc support 13, also called an output disc carrier 13. ). Friction disks 12 are individually axially inserted between two continuous flanges 11.

The first transmission shaft is rotatably coupled to the input shaft. When the first clutch E1 is configured in a so-called engagement position in which the plurality of first flanges 11 are rotatably coupled to the plurality of friction disks 12, the first transmission shaft is rotated by the input shaft. Alternatively, when the first clutch E2 is configured in a so-called disengaged position in which the plurality of flanges 11 are rotatably separated from the plurality of friction disks 12, the first transmission shaft is rotatable from the input shaft. Separated. The second transmission shaft is similarly coupled to the input shaft by means of a second clutch E2.

The first clutch E1 and the second clutch E2, according to the respective configuration of each clutch E1, E2 and by means of the input drive plate 3, are the so-called input power from the input shaft to one of the two transmission shafts, That is, they are arranged to alternately transmit torque and rotational speed.

The first clutch E1 and the second clutch E2 are arranged so that they are not in the same engagement configuration at the same time. However, the first clutch E1 and the second clutch E2 may be configured at the same time in the disengaged position.

The disk carrier 13, having a shape that exhibits rotational symmetry about the axis X, has an axial extension 54 arranged to accommodate the multiple disk assembly of the wet clutch E1, and a plane perpendicular to the axis X. And an annular portion 55 extending radially inwardly from the axial extension at.

The output disk carrier 13 of the first clutch E1 is rotatably linked by engagement with the friction disk 12 and by means of a spline linkage with the first driven shaft.

The output disk carrier 13 has a general shape of L, and its inner radial end is rigidly connected to the first output hub 120, preferably by laser penetration welding, friction welding or capacitor discharge welding. The first output hub 120 includes an inner radially inner axial spline arranged to interact with a complementary spline located on the first transmission shaft to create a rotational coupling.

The multi-disc assembly of the second clutch E2 also includes a flange rotatably connected to the assembled disc carrier 10, and a friction disc rotatably connected to a disc support 23, also called an output disc carrier 23. .

The output disk carrier 23, having a shape that exhibits rotational symmetry about the axis X, has an axial extension 44 arranged to receive the multiple disk assembly of the wet clutch E2, and perpendicular to the axis X. It comprises an annular portion 45 extending radially inwardly from the axial extension in the plane.

The output disk carrier 23 of the second clutch E2 is rotatably linked by engagement with the friction disk and by means of a spline linkage with the second drive shaft.

The output disk carrier 23 has a general shape of L, and its inner radial end is rigidly connected to the second output hub 220, preferably by laser penetration welding, friction welding or capacitor discharge welding. The second output hub 220 includes internally radially an axial spline arranged to interact with a complementary spline located on the second transmission shaft to create a rotational coupling.

The clutches E1 and E2 comprise 2 to 7 friction disks, preferably 4 friction disks.

The dual clutch mechanism further comprises a main hub 7 having a rotation axis X. The common input disk carrier 8 is firmly fixed by welding to the main hub 7.

Thus, the main hub 7 supports the first and second clutches E1 and E2 by the common input disk carrier 8. Thus, the main hub 7 is rotatably coupled to the input hub 4 of the dual clutch mechanism 10. As described above, when the input hub 4 is coupled to a drive shaft that is rotated by the crankshaft of the engine, the main hub 7 is rotated in a manner similar to that of the drive shaft.

As shown in FIG. 1, the first clutch E1 is positioned radially above the second clutch E2.

Preferably, the first clutch E1 and the second clutch E2 are in an open state, also referred to as "normally open", and are selectively operated by a control device (not shown) to transition from an open state to a closed state. It is activated.

The first clutch E1 and the second clutch E2 are controlled by operating systems 30 and 40, which will be described later, respectively. Each of the actuation systems 30, 40 is arranged to be able to configure the first clutch E1 and the second clutch E2 in any configuration between a combined configuration and a separate configuration.

In order to selectively control changes in the state of the first clutch E1 and the second clutch E2 of the dual clutch mechanism 10, the control device manages the supply of oil. The control device is connected to a main hub 7 comprising channels not visible in the cross-sectional view of FIG. 1.

Each of the operating systems 30 and 40 is:

Pressure chambers 31 and 41 arranged to receive pressurized fluid,

Pistons (32, 42) axially movable inside the pressure chambers (31, 41),

It comprises a balancing chamber (33, 43) located on the opposite side of the pressure chamber (31, 41) with respect to the pistons (32, 42).

Each actuation system 30, 40 has an elastic return element 34, 44 arranged to generate an axial force against the displacement of the corresponding piston 32, 42 to engage the corresponding clutches E1, E2. ). This makes it possible to automatically return the pistons 32 and 42 to the disengaged position in response to the open state of the clutch. In this position, the pistons 32, 42 axially release the corresponding multi-disc assembly and then no longer transmit torque in the direction of the first or second driven shaft.

The first actuation system 30 is linked to the first clutch E1 by means of a first piston 32, the first piston 32 being:

-A first part 32a extending radially from the outside of the pressure chamber 31 to engage or disengage the corresponding clutch, and

-It comprises a second part 32b which is located radially inside the first part 32a and interacts with the pressure chamber 31.

The second portion 32b of the piston 32 consists of a first radially extending surface 320 connected to a first axially extending surface 321. The first and second surfaces 320 and 321 are integrally formed.

The first piston 32 is generally a friction element (flange 11 and friction disk) of the first clutch E1 to constitute the first clutch E1, in one of the configurations detailed above. (12)) by the first part (32a) interacting with and by the second part (32b) interacting with the force generator, the first axial force applied parallel to the longitudinal axis (X). 1 is arranged to transmit to the clutch E1. In the first part 32a, the first piston 32 connects the end flange 11 of the multi-disc assembly of the first clutch E1 against the friction disc 12 and directly to the input drive plate 3. It comprises an outer bearing region 61 extending axially toward the front AV so as to be able to pressurize against the reaction means 18. In the example shown in Fig. 1, the bearing area 61 is discontinuous.

The first piston 32 is axially movable between the disengaged position and the engaged position respectively corresponding to the open and closed states of the first clutch E1, in this case from the rear to the front. The first piston 32 of the first clutch E1 is axially disposed between a pressure chamber 31 disposed axially at the rear and a balance chamber 33 disposed axially at the front.

The first piston 32 is in the form of a corrugated sheet and is axially curved toward the front AV at its radially outer end. The outer bearing area 61 is directed to the front AV and through the common input disc carrier 8, in particular through an opening made through the outer disc carrier 14 of the first clutch E1, the longitudinal axis X Extends parallel to

As a non-limiting example, the first piston 32 can be obtained by pressing.

The first pressure chamber 31 of the first actuating system 30 is configured to receive a specific volume of pressurized hydraulic fluid to generate an axial force in the second portion 32b of the first piston 32 and accordingly. It is arranged to constitute the first clutch E1 in one of the above-described configurations. The pressurized hydraulic fluid advantageously passes at least partially through the main hub 7 and is discharged radially from the pressure chamber 31 on the outer surface of the main hub 7 (shown in cross-sectional view). Not).

The first pressure chamber 31 of the first operating system 30 advantageously

-Radially inward by a part of the main hub (7),

-Axially towards the rear (AR) by means of the closing part (39),

-Radially outward by means of a face 321 extending in the axial direction of the second portion 32b of the first piston 32, and

-In the axial direction toward the front (AV) by the radially extending surface 320 of the second part 32b of the first piston 32

Limited.

It will also be noted that the sealing of the pressure chamber 31 of the first operating system is ensured by the presence of three seals.

The pressure chamber 31 which creates the force of the piston 32 of the first clutch E1 is associated with a balancing chamber 33 arranged to receive a specific volume of hydraulic fluid. Fluids of the lubricant or coolant type advantageously pass at least partially through the main hub 7 and are discharged radially from the balancing chamber 33 on the outer face of the main hub 7 (see section view). Not shown). The balancing chamber 33 of the first operating system 30 advantageously

-Radially inward by a part of the main hub (7),

-In the axial direction toward the rear AR by the radially extending surface 320 of the second part 32b of the first piston 32,

-Radially outward by the axially oriented portion 35a of the balance cover 35, and

-Axially towards the front (AV) by a part of the common input disk carrier 8, in particular a part of the outer disk carrier 14 of the first clutch E1

Limited.

It should also be noted that the sealing of the balancing chamber 33 of the first operating system 30 is ensured by the presence of two seals.

Advantageously, the balancing cover 35 of the balancing chamber 33 of the first operating system 30 comprises an axially oriented portion 35a and a radially oriented portion 35b.

According to a specific embodiment, the cover 35 is welded to the outer disk carrier 14 of the first clutch E1, or between the disk carrier of the first clutch and the elastic return element 34 as shown in FIG. 1. Can simply be fitted on. As a variant, the cover 35 can be assembled by clamping or welding the elastic return element 34.

The axial gap portion 34a may be located axially between the radially oriented portion 35b of the balance cover 35 and the axial end of the elastic return element (in particular the end positioned at the front).

Advantageously, the balance cover 35 forms an integral part of the resilient return element 34. In this case, the axial gap portion 34a is removed.

The elastic return element 34 of the actuation system 30 of the first clutch E1 is located radially outside the balancing chamber 33 of the first clutch E1. In particular, the elastic return element 34 is arranged axially between the input disk carrier 8 common to the clutches E1 and E2 and the piston 32 of the actuation system 30 of the first clutch E1. .

In the example under consideration, the second clutch E2 and the elastic return element 34 of the actuation system 30 of the first clutch E1 are radially superimposed.

Advantageously, the resilient return element 34 of the actuation system 30 of the first clutch E1 is a disc spring washer or consists of a helical spring. As shown in FIG. 1, the elastic return element 34 of the piston 32 is formed by a plurality of helical springs interposed axially between the piston 32 and the rear wall of the balance cover 35.

The second operating system 40 is connected to the second clutch E2 by a second piston 42, the second piston 42,

-A first part 42a extending radially from the outside of the pressure chamber 41 to engage or disengage the corresponding clutch, and

-It comprises a second part 42b which is located radially inside the first part 42a and interacts with the pressure chamber 41.

Similar to the operation of the first piston described above, the second piston 42 is, in one of the configurations detailed above, in order to configure the second clutch E2, the friction of the second clutch E2 The second axial direction applied parallel to the longitudinal axis X by means of the first part 42a interacting with the element (flange and friction disk) and by the second part 42b interacting with the force generator It is arranged to transmit the force to the second clutch E2. In the first part 42a, the second piston 42 comprises an outer bearing region 51 extending axially toward the rear AR. The bearing area 51 presses the end flange of the multi-disc assembly of the second clutch E2. In the example shown in Fig. 1, the bearing area 51 forms a continuous ring.

The second piston 42 is axially movable between the disengaged and engaged positions respectively corresponding to the open and closed states of the second clutch E2, in this case from front to rear.

In the context of the invention, the piston 32 of the first clutch E1 of the dual clutch mechanism 10 and the piston 42 of the second clutch E2 are, for example, switched from the disengaged position to the engaged position. It is displaced axially in the opposite direction in order to do so. The pressure chambers 31 and 41 of the present invention apply opposing operating forces to the pistons 32 and 42 in the axial direction. In particular, the actuation force of the first piston 32 is directed axially toward the front, while the actuation force of the second piston 42 is directed axially toward the rear.

1, the displacement of the piston 42 is controlled by the pressure chamber 41, the pressure chamber 41,

-Radially inward by a part of the main hub (7),

-By means of a second part 42b of the piston 42, axially toward the rear AR and radially outward,

-Axially toward the front (AV) by the rear radial face of the closure portion 49

Limited.

The pressure chamber 41 of the second piston 42 of the second clutch E2 is related to the balance chamber 43, and the balance chamber 43,

-Radially inward by a part of the main hub (7),

-Axially and radially outwardly toward the rear AR, by means of the axially oriented portion 45a of the balance cover 45,

-In the axial direction toward the front (AV) by the second part (42b) of the piston (42)

Limited.

Advantageously, the balancing cover 45 of the balancing chamber 43 of the first operating system 40 comprises an axially oriented portion 45a and a radially oriented portion 45b.

The piston 42 of the second clutch E2 is axially disposed between the pressure chamber 41 located axially at the front and the balance chamber 43 axially located at the rear.

The piston 42 is controlled to axially fix the multi-disc assembly of the second clutch E2 relative to the reaction means 28 in the engaged position. The reaction means 28 are formed directly on the front periphery of the outer disk carrier 14 of the first clutch E1.

The balance cover 45 is distributed at an angle around the axis X, and forms an oil passage between the balance chamber 43 and the second clutch E2, and the pressure chamber 41 and the balance chamber ( 43) Includes a collar that allows circulation of the oil needed to balance the pressure between

As shown in Fig. 1, the elastic return element 44 of the actuation system 40 of the second clutch E2 is the front wall of the balance cover 45, in particular the radially oriented portion 45b and the piston. It is formed by a plurality of helical springs interposed between 42 in the axial direction.

In the context of the present invention and as shown in FIG. 1, the outer diameter of the pressure chamber 31 of the first clutch E1 is smaller than the outer diameter of the pressure chamber 41 of the second clutch E2. In particular, the radial height of the radially extending surface 320 of the second portion 32b of the first piston 32 is smaller than the radial height of the radially outer end of the second portion 42b of the piston 42. Thus, the two pressure chambers 31 and 41 have different radial heights from each other. The outer diameter of the pressure chamber 31 is located at a distance d1 from the outer diameter of the pressure chamber 41.

Further, the outer diameter of the balance chamber 33 of the first clutch E2 is smaller than the outer diameter of the balance chamber 43 of the second clutch E2. In particular, the radial height of the radial portion 35a of the balance cover 35 is smaller than the radial height of the radial portion 45a of the balance cover 45. The outer diameter of the pressure chamber 33 is located at a distance d2 from the outer diameter of the pressure chamber 43.

Advantageously, d1 is equal to d2.

In the example under consideration, the inner diameter of the pressure chamber 31 of the first clutch E1 is the same as the inner diameter of the pressure chamber 41 of the second clutch E2. Further, the inner diameter of the balance chamber 33 of the first clutch E1 is the same as the inner diameter of the balance chamber 43 of the second clutch E2.

In the example under consideration, the dual clutch mechanism 10 further includes three bearings 71, 72, 73.

The radial bearing 71 is an output disk carrier to withstand the radial forces of the input hub 4 and/or the input drive plate 3 despite the different rotational speeds at which the input shaft and the first transmission shaft are respectively rotated. It is interposed between the first output hub 120 and the input hub 4 which are rigidly connected to (13).

The first axial bearing 72 has an axial load between two output disk carriers 13 and 23 that can be rotated at different speeds when the first and second clutches E1 and E2 are configured in different configurations. It is interposed in the axial direction between the disk support 13 forming the output disk carrier of the clutch E1 and the disk support 23 forming the output disk carrier of the clutch E2 so as to be able to transmit the.

Finally, the second axial bearing 73 is interposed between the central hub 7 and the output disk carrier 13 of the clutch E2.

Advantageously, the bearing 71 is a ball bearing member, and the bearings 72, 73 are rolling bearings having first and second disks with a plurality of rolling bodies positioned therebetween.

The invention is not limited to the above-described exemplary embodiments. The torque transmission device according to the invention may comprise a separate clutch of type K0 used in a hybrid transmission to connect the combustion engine to the electric motor after the starting phase of the vehicle.

While the present invention has been described in connection with a plurality of specific embodiments, it is not limited thereto in any way, and includes all technical equivalents of the described means and any combination thereof, and it is obvious that they fall within the scope of the invention.

In the claims, reference signs between parentheses should not be construed as limiting the claims.

Claims (10)

As a dual clutch mechanism 10,
-First and second multi-disc wet clutches (E1, E2) that rotate around the axis (X) and are controlled to selectively couple the drive shaft to the first and second driven shafts, respectively,-the first clutch (E1) ) Is located radially outward with respect to the second clutch E2 -, and
-Comprising first and second actuation systems (30, 40) arranged to engage or disengage the first and second clutches (E1, E2), respectively,
-Each operating system (30, 40),
Pressure chambers 31 and 41 arranged to receive pressurized fluid,
· Axial movable pistons (32, 42),
A balancing chamber (33, 43) located on the opposite side from the pressure chamber (31, 41) with respect to the piston (32, 42),
In the dual clutch mechanism (10), the pressure chamber (31, 41) exerts an axially opposed operating force to the piston (32, 42),
The outer diameter of the pressure chamber 31 of the first clutch E1 is smaller than the outer diameter of the pressure chamber 41 of the second clutch E2.
Dual clutch mechanism. The method of claim 1,
Each actuation system (30, 40) further comprises an elastic return element (34, 44), wherein the elastic return element (34) of the actuation system (30) of the first clutch (E1) is a first clutch (E1). Characterized in that it is located in the radial direction outside of the balancing chamber (33) of
Dual clutch mechanism. The method of claim 2,
The elastic return element (34) of the actuation system (30) of the first clutch (E1) is a disc spring washer, or consists of a helical spring
Dual clutch mechanism. The method according to claim 2 or 3,
The elastic return element 34 of the actuation system 30 of the first clutch E1 is the input disc carrier 8 common to the clutches E1, E2 and the actuation system 30 of the first clutch E1 Characterized in that it is arranged in the axial direction between the pistons (32) of
Dual clutch mechanism. The method according to any one of claims 2 to 4,
Characterized in that the second clutch E2 and the elastic return element 34 of the actuation system 30 of the first clutch E1 overlap in the radial direction.
Dual clutch mechanism. The method according to any one of claims 2 to 5,
Characterized in that the elastic return element (34) of the actuation system (30) of the first clutch (E1) comprises a balancing cover (35) suitable for radially closing a corresponding balancing chamber (33).
Dual clutch mechanism. The method according to any one of claims 1 to 6,
Each piston (32, 42),
-First portions 32a, 42a extending radially outside of the pressure chambers 31, 41 to engage or disengage the corresponding clutch, and
-Second parts 32b, 42b located radially inside the first parts 32a, 42a and interacting with the pressure chambers 31, 41
Characterized in that formed by
Dual clutch mechanism. The method of claim 7,
The second part (32b) of the piston (32) of the operating system (30) of the first clutch (E1) is composed of a first radially extending surface (320) connected to the first axially extending surface (321). Characterized
Dual clutch mechanism. The method according to any one of claims 1 to 8,
The outer diameter of the balancing chamber 33 of the first clutch E1 is smaller than the outer diameter of the balancing chamber E1 of the second clutch E2.
Dual clutch mechanism. The method according to any one of claims 1 to 9,
The inner diameter of the pressure chamber 31 of the first clutch E1 is the same as the inner diameter of the pressure chamber 41 of the second clutch E2 and/or the balance chamber 33 of the first clutch E1 Characterized in that the inner diameter of the second clutch E2 is the same as the inner diameter of the balancing chamber 43 of the second clutch E2.
Dual clutch mechanism.

Images