WO2018024997A1

WO2018024997A1 - Clutch mechanism and transmission system comprising such a clutch mechanism

Info

Publication number: WO2018024997A1
Application number: PCT/FR2017/052187
Authority: WO
Inventors: Arnaud DOLE; François THIBAUT
Original assignee: Valeo Embrayages
Priority date: 2016-08-04
Filing date: 2017-08-03
Publication date: 2018-02-08
Also published as: KR20190035841A; FR3054865B1; FR3054865A1; KR102650280B1; CN109661525A; CN109661525B

Abstract

The invention relates to a clutch mechanism (10) intended to be fitted between an engine and a transmission (400) of a motor vehicle, the clutch mechanism (10) comprising: -at least one clutch (100, 200), -a clutch support (500) designed to radially support the at least one clutch (100, 200), -a casing (307) housing at least one actuator (320, 330) designed to generate axial travel making it possible to configure the at least one clutch (100, 200) in an engaged or disengaged configuration, -at least one force transmission member (105, 205) comprising an inner end that interacts with the at least one actuator (320, 330) and an upper end that interacts with the at least one clutch (100, 200), -at least one axial wedging element (710, 720) for wedging the at least one actuator (320, 330) with respect to the clutch (100, 200) and an axial dimension of which is defined at least by the difference between the axial position of the at least one actuator (320, 330) with respect to the axial position of the corresponding clutch (100, 200). The invention also relates to a transmission system comprising such a clutch mechanism and to a method for assembling such a clutch mechanism.

Description

"Clutch mechanism and transmission system comprising such a clutch mechanism"

Technical area

The present invention relates to a clutch mechanism, and more particularly to a dual clutch mechanism placed in a radial configuration and as used in the automotive field. The invention also relates to a transmission system incorporating such a clutch mechanism.

State of the art

Known clutch mechanisms comprising at least one clutch for coupling in rotation a transmission shaft connected to a gearbox to a motor shaft rotated by a motor. The at least one clutch of the known clutch mechanisms is controlled by at least one actuator, and preferably a clutch actuator. The at least one actuator thus makes it possible to generate a force which is transmitted to the corresponding clutch in order to configure it in an engaged configuration in which the transmission shaft is rotatably coupled to the motor shaft, or alternatively in a configuration disengaged in which the transmission shaft is no longer rotatably coupled to the motor shaft.

In known manner, it is the movement of the at least one actuator which causes a relative displacement of the frictional elements of the corresponding clutch, ultimately allowing the frictional coupling or decoupling to the motor shaft. It is therefore necessary that the travel of the at least one actuator is compatible with the necessary travel of the frictional elements of the corresponding clutch to pass in one or other of the configurations mentioned above. This mechanical compatibility is obtained for example by the use of an actuator having a range of travel greater than the necessary travel, at the corresponding clutch, to configure it in one or other configuration. Furthermore, it is also necessary to control the relative position of the at least one actuator relative to the corresponding clutch to allow optimal operation of said actuator and, ultimately, the clutch mechanism. Indeed, in the case where the at least one actuator would be located "too far" or "too close" to the corresponding clutch, then the actuator would reach the end of the race prematurely, that is to say before frictional coupling or decoupling has been established at the corresponding clutch. On the known clutch mechanisms, the relative positioning of the actuator relative to the clutch is obtained by a careful tolerancing of some of the parts constituting the clutch mechanism, and in particular those forming a structural chain connecting the at least one an actuator with the corresponding clutch. As a result, the parts forming the structural chain are more expensive and more complex to manufacture.

Another known solution is to use, for each clutch, specific friction elements whose dimensions depend on the position of the actuator once mounted on the clutch mechanism. This solution is also more expensive and more cumbersome to implement in a process of standardization and mass production because the friction elements are complex parts and already expensive to achieve. The design of several classes of friction elements to compensate for manufacturing defects controlled at the clutch mechanism is therefore not an optimal industrial solution.

It is an object of the present invention to at least substantially meet the foregoing problems and to further provide other advantages. Another object of the invention is to propose a new clutch mechanism for solving at least one of these problems.

Another object of the present invention is to reduce the manufacturing costs of such a clutch mechanism.

Another object of the invention is to simplify the manufacture of such a clutch mechanism and to optimize its industrialization.

Presentation of the invention

According to a first aspect of the invention, at least one of the abovementioned objectives is achieved with a clutch mechanism intended to be installed between an engine and a motor vehicle transmission, the clutch mechanism comprising at least one clutch, a clutch support arranged to radially support the at least one clutch, a housing housing at least one actuator arranged to generate an axial displacement for configuring the at least one clutch in an engaged or disengaged configuration, at least one clutch member; power transmission comprising an inner end cooperating with the at least one actuator and an upper end cooperating with the at least one clutch, and at least one axial locking element of the at least one actuator relative to the clutch and an axial dimension of which is at least defined by the difference between axial position of the at least one actuator relative to the axial position of the corresponding clutch.

According to its first aspect, the invention thus facilitates the assembly of the clutch mechanism by positioning at least one axial wedging element of predefined size between the actuator and the corresponding clutch. This clever configuration makes it possible to adjust the axial clearance of the clutch mechanism mounted so as to make the axial clearance available at the actuator compatible with the clutch and disengaged configurations of the corresponding clutch. For this purpose, the axial wedging element comprises a predefined axial dimension; and it is sufficient, in order to make such an adjustment, to couple the axial wedging element of the right dimension with the clutch mechanism during assembly, after having made a certain number of dimensional measurements on said clutch mechanism .

The axial dimension of the axial wedging element may in particular comprise the thickness of said axial wedging element.

The invention according to its first aspect thus reduces the manufacturing costs of such a clutch mechanism because some parts of the clutch, such as the housing and the force transmission member, for example, can be manufactured with less stringent dimensional tolerances; it is the axial wedging element that will catch up and adjust the different effective dimensional clearances once the clutch mechanism is mounted: it is sufficient to control at least the axial dimension of the axial wedging element to achieve this adjustment. In other words, the dimensional tolerances requirements are reported on the single axial wedging element, thereby reducing costs and simplifying the manufacture of such a clutch mechanism, optimizing its large-scale industrialization.

As the axial strokes of the actuator and its clutch are now adjusted, the functional clearances having been compensated by the axial wedging element, the invention in accordance with its first aspect thus makes it possible to reduce the response time of the mechanism. clutch to disengage one of the clutches. Indeed, the axial stroke of the actuator is now an exclusively "useful" race, as soon as the actuator engages an axial translation, its movement is transmitted to the corresponding clutch to change its configuration. Therefore, the invention according to its first aspect improves the performance of the clutch mechanism. The actuator is preferably cylindrical mounted co-axially with the at least one clutch and about an axis of rotation O. The at least one force transmission member is arranged to transmit an axial force to the corresponding clutch. It typically takes the form of an annular folded sheet and rigid bending.

In the remainder of the description and in the claims, the following terms will be used in a nonlimiting manner and in order to facilitate understanding thereof:

- "front" or "rear" depending on the direction with respect to an axial orientation determined by the main O axis of rotation of the transmission system, "the rear" designating the part to the right of the figures, on the transmission side and "the front" designating the left side of the figures, on the motor side; and

- "inner / inner" or "outer / outer" with respect to the axis O and in a radial orientation, orthogonal to said axial orientation, "the interior" designating a proximal part of the axis O and "the outside Designating a distal part of the axis O.

The clutch mechanism according to the first aspect of the invention may advantageously comprise at least one of the improvements below, the technical characteristics forming these improvements can be taken alone or in combination:

the axial dimension of the at least one axial wedging element also depends on at least one axial dimension of the corresponding force transmission member, one of said axial dimensions being defined by the axial distance between an inner end and an end. outside said force transmitting member;

in the case where the clutch mechanism is adjusted via a plurality of axial wedging elements placed end to end or interposed between the first and second friction elements of the corresponding clutch, then, for each clutch, an axial dimension of all the axial wedging elements taken collectively and associated with the corresponding actuator is equal to a residual axial clearance between the clutch and the corresponding actuator, the clutch then being configured in its disengaged configuration and the actuator being configured in its extreme axial disengaged configuration. The disengaged configuration corresponds to the ideal position where the first friction elements are spaced apart from the second friction elements without the risk of a drag torque appearing. Furthermore, the extreme axial disengaged configuration corresponds for example to the position in which the actuator abuts against the housing rearward. Optionally, an axial end clearance remains between the rear end of the actuator placed in this position and the bottom of the hydraulic chamber of the housing, for example to be able to compensate for wear effects or thermal effects; the at least one axial wedging element is attached to the corresponding force transmission member. Preferably, the at least one axial wedging element takes the form of an annular disk whose inner diameter allows it to be inserted around the clutch support and whose outer diameter is large enough for the corresponding actuator to exert a force axial on the surface of said annular disc; the at least one wedging element is mounted on the force transmission member, preferably housed in a groove making it possible to perform an axial centering around the axis O. Alternatively, the at least one axial wedging element may also be be glued or affixed to the force transmitting member; the at least one axial wedging element comprises fastening means on the at least one force-transmitting member, such as, for example, hooking lugs;

The hooking lugs may be formed directly on the corresponding force transmission member;

The hooking lugs can be made by stamping the force transmission member; the latching lugs may be material protrusions angularly distributed around the annular axial wedging element;

The hooking lugs can be formed directly on the axial wedging element;

The hooking lugs may be angularly distributed around the axial wedging element;

The hooking lugs can be reported on the axial wedging element;

The hooking lugs may be inserted into openings in the corresponding force transmission member;

The hooking lugs may be hooked on the inner periphery of the corresponding force transmission member; the at least one axial wedging element may comprise fastening means on the first or the second decoupling bearing, such as, for example, hooking lugs;

The hooking lugs can be formed directly on the first or the second decoupling bearing;

The hooking lugs can be inserted into notches provided on the corresponding decoupling bearing; The hooking lugs may be hooked on the outer periphery of the corresponding decoupling bearing; the at least one axial wedging element is preferably made of a hard material, and more preferably still in a metallic material; the at least one axial wedging element is located in an axially intermediate position between the at least one actuator and the at least one corresponding clutch in order to facilitate its insertion during the assembly of the clutch mechanism; the at least one axial wedging element is located in an axially intermediate position between the at least one actuator and the at least one corresponding force transmission member. Preferably, the at least one axial wedging element is located at an inner end of the corresponding force transmission member; the at least one axial wedging element takes the form of an annular disc; the actuating system comprises a first decoupling bearing and / or a second decoupling bearing respectively disposed at one end of the first actuator and / or the second actuator, the axial wedging element being disposed between the inner end of the corresponding force transmission member and said corresponding decoupling bearing. The first and second decoupling stages make it possible to transmit an axial force from the actuator to the corresponding force transmission member despite the difference in speed of rotation existing between said force transmission member, possibly in rotation, and said actuator, motionless in rotation. Preferably, it is axial bearings, such as for example ball bearings; the at least one axial wedging element is located radially at an inner end of the at least one force transmission member. Preferably, the at least one axial wedging element is located opposite the corresponding actuator; a first face of the at least one axial wedging element bears axially against one face of the at least one actuator, and a second face of the at least one axial wedging element bears against one face of the at least one force transmitting member. Typically, the first face of the at least one axial wedging element may correspond to its rear face, and the face of the at least one actuator against which it is supported may preferably be a front face of said actuator, the bearing of decoupling can be interposed between the two bearing faces. The second face of the axial wedging element corresponds to a face opposite to the first face, typically the front face; the axial wedging element is located against a rear face of a radial extension of the scope of the at least one force transmission member;

the at least one axial wedging element is located axially in an axially intermediate position between the at least one clutch and the at least one corresponding force transmission member. In this embodiment, the axial wedging element is situated, not at the level of the actuator, but at the level of the clutch; the at least one axial wedging element is located radially at an outer end of the at least one force transmission member. Preferably, the at least one axial wedging element is located radially facing the corresponding clutch; a first face of the at least one axial wedging element bears axially against one face of the at least one clutch, and a second face of the at least one axial wedging element bears against one face of the at least one force transmitting member. Typically, the first face of the at least one axial wedging element may correspond to its front face, and the face of the at least one clutch against which it is in abutment may preferentially be a rear face of said clutch. The second face of the axial wedging element corresponds to a face opposite to the first face, typically the rear face; the at least one axial wedging element is located against a front face of an axially extending bearing surface of the at least one force transmission member; the at least one axial wedging element is located axially between the at least one force transmission member and the housing; the clutch mechanism comprises:

a support bearing disposed at one end of the clutch support, and

o an axial locking element arranged to axially lock the clutch support relative to the housing, said axial locking element being located axially at the other end of the clutch support. The clutch mechanism is thus supported radially by an outlet disk carrier which rests on the support bearing. The axial locking element is located between the housing and the transmission with which the clutch mechanism collaborates;

the axial locking element is axially offset relative to the actuator in a direction opposite to the support bearing. In other words, the actuator is located in an intermediate position between the support bearing of a first side, preferably towards the front, and the axial locking element of a second side, preferably towards the rear; the axial locking element is formed by a locking ring housed in a circumferential groove of the clutch support. The locking ring typically takes the form of a split ring or circlip. When the clutch mechanism is mounted, the locking ring bears against a rear face of the housing which then forms an axial shoulder; an axial dimension of the circumferential groove is greater than or equal to an axial dimension of the locking ring. Axial dimension is preferably understood to mean a width of the circumferential groove and a thickness of the locking ring;

preferably, the width of the circumferential groove is greater than or equal to the thickness of the locking ring to facilitate its insertion into said circumferential groove; in the disengaged configuration of each clutch, the extreme axial position of the corresponding actuator is defined by a first axial dimension measured between an end of a corresponding decoupling bearing and the rear face of the casing; the axial position of each clutch is defined by a second axial dimension measured between an inner end of the corresponding force transmission member and a bearing surface of the clutch support bearing on the axial locking element when the clutch is in its engaged configuration; the casing comprises a bore whose radial dimensions are greater than the radial dimensions of the axial locking element so as to allow it to be inserted into the circumferential groove, a face of the bore forming an axial shoulder against which one face of the element of axial locking is in support; the at least one axial wedging element is housed in the circumferential groove of the clutch support. This advantageous configuration makes it possible in particular to use a single wedging element to simultaneously adjust the clutches of a clutch mechanism comprising a plurality of clutches, in the case where all the clutches must be tuned according to the same axial catch-up; the at least one axial wedging element is of the type of a wedging washer; the clutch support supports the at least one clutch via a support bearing via the inner end of the input carrier. Preferably, the support bearing is of the type of an oblique bearing in order to be able to transmit both radial forces and axial forces; the clutch mechanism comprises at least one axial locking element arranged to axially lock the housing relative to the clutch support; - The clutch support is arranged radially inside the housing of the actuating system;

the clutch mechanism is preferably of the type of a double clutch;

the at least one clutch is preferably of the wet type; the at least one clutch is preferentially still of the multidisc type.

According to a second aspect of the invention, there is provided a transmission system for a motor vehicle comprising a clutch mechanism according to the first aspect of the invention or any of its improvements and wherein:

the at least one clutch is rotatably coupled to at least one output shaft of a transmission via at least one output disk carrier,

- The at least one clutch is rotatably coupled to an input web, said input web being rotatably coupled to an input shaft rotated by at least one crankshaft.

Preferably, in a transmission system according to the second aspect of the invention, the clutch mechanism is of the type of a double wet clutch in which:

a first clutch is rotatably coupled to a first output shaft of the transmission via a first output disk carrier,

^_ A second clutch is rotatably coupled to a second transmission output shaft via a second output disc holders,

^_ The first and second clutches are alternately coupled in rotation to the input sailing, said input web being rotatably coupled to the input shaft rotated by the at least one crankshaft.

According to a third aspect of the invention, there is provided a method of assembling a clutch mechanism according to the first aspect of the invention or any of its improvements, said assembly method comprising the steps following for the at least one clutch:

^_ measurement of an axial residual clearance between the clutch and the corresponding actuator, the clutch being taken in its disengaged configuration and the corresponding actuator being configured in its extreme axial configuration disengaged,

- Inserting a wedging element between the clutch and the corresponding actuator, an axial dimension of the wedging element being at least equal to the corresponding residual play corresponding. Various embodiments of the invention are provided, integrating, according to all of their possible combinations, the various optional features set forth herein.

Description of figures

Other characteristics and advantages of the invention will become apparent from the description which follows, on the one hand, and from several exemplary embodiments given by way of nonlimiting indication with reference to the appended schematic drawings on the other hand, on which :

FIG. 1 illustrates an axial sectional view of an exemplary embodiment of the clutch mechanism according to the first aspect of the invention;

FIG. 2A illustrates an axial sectional view of a clutch mechanism without the actuating system;

FIGURE 2B illustrates an axial detail view of the actuating system;

FIG. 3 illustrates an isometric view of a first exemplary embodiment of the fixing means of the axial wedging element according to the first aspect of the invention;

FIG. 4 illustrates an isometric view of a second exemplary embodiment of the fixing means of the axial wedging element according to the first aspect of the invention;

- FIGURE 5 illustrates an axial sectional view of a third embodiment of the fixing means of the axial locking element according to the first aspect of the invention;

FIG. 6 illustrates an axial sectional view of a fourth exemplary embodiment of the means for fixing the axial wedging element according to the first aspect of the invention; - FIGURE 7 illustrates an axial sectional view of a fifth embodiment of the fastening means of the axial locking element according to the first aspect of the invention;

FIG. 8 illustrates a view in axial section of a sixth exemplary embodiment of the fixing means of the axial wedging element according to the first aspect of the invention.

Of course, the features, variants and different embodiments of the invention may be associated with each other, in various combinations, to the extent that they are not incompatible or exclusive of each other. It will be possible to imagine variants of the invention comprising only a selection of characteristics subsequently described in isolation from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention compared in the state of the prior art. In particular, all the variants and all the embodiments described are combinable with each other if nothing stands in the way of this combination at the technical level.

In the figures, the elements common to several figures retain the same reference.

DETAILED DESCRIPTION OF THE INVENTION FIG. 1 illustrates a transmission system 1 comprising a clutch mechanism 10 according to the first aspect of the invention and having a principal axis of rotation O.

The clutch mechanism 10 is preferably of the double wet clutch type, and preferably still in a so-called radial position, the first clutch 100 being located outside the second clutch 200. Alternatively, the clutch mechanism 10 can be configured in a so-called axial position, the first clutch 100 being arranged axially towards the rear and the second clutch 200 being arranged axially towards the front.

Alternatively again, the clutch mechanism 10 may be of the double clutch dry type, in an axial or radial configuration. In the following paragraphs, the clutch mechanism 10 described is of the type of a double wet clutch in radial configuration, but all the technical characteristics described can independently apply to another type of clutch such as cited previously.

In general, the clutch mechanism 10 is arranged to be able to couple in rotation an unillustrated input shaft to a first transmission shaft A1 or alternatively to a second transmission shaft A2 via the first clutch respectively. 100 or second clutch 200.

In the context of the invention, the input shaft is rotated by at least one crankshaft of an engine, for example a heat engine; and the first and second transmission shafts Al, A2 are coupled in rotation to a transmission 400 such as for example a gearbox of the type fitted to motor vehicles.

Preferably, the first transmission shaft A1 and the second transmission shaft A2 are coaxial. More particularly, the second transmission shaft A2 takes the form of a hollow cylinder inside which the first transmission shaft Al can be inserted. The first clutch 100 and the second clutch 200 are advantageously of the multi-disc type. Each multi-disk clutch comprises on the one hand a plurality of first friction elements 101, 201, such as for example flanges, integrally connected in rotation to the input shaft, and on the other hand a plurality of second friction elements. 102, 202, such as for example friction discs, integrally connected in rotation to at least one of the transmission shafts Al, A2.

Optionally, the plurality of first friction elements 101, 201 consist of friction disks integrally connected in rotation to the input shaft, and the plurality of second friction elements 102, 202 consist of integrally connected flanges in rotation to at least one of the transmission shafts A1, A2. The first transmission shaft A1 is rotatably coupled to the input shaft and driven by it in rotation when the first clutch 100 is configured in a so-called engaged position for which the plurality of first friction elements 101 is rotatably coupled to the plurality of second friction elements 102. Alternatively, the first transmission shaft A1 is rotatably decoupled from the input shaft when the first clutch 100 is configured in a so-called disengaged position for which the plurality of first friction elements 101 is rotatably decoupled from the plurality of second friction elements 102.

Similarly, the second transmission shaft A2 is rotatably coupled to the input shaft and rotated by it when the second clutch 200 is configured in an engaged position for which the plurality of first friction elements 201 is coupled. in rotation to the plurality of second friction elements 202. Alternatively, the second transmission shaft A2 is rotatably decoupled from the input shaft when the second clutch 200 is configured in a so-called disengaged position for which the plurality of first elements friction device 201 is rotatably decoupled from the plurality of second friction elements 202.

Of course, each clutch 100, 200 can take any configuration between the engaged configuration and the disengaged configuration.

In the clutch mechanism 10 illustrated in FIGURE 1, the first clutch 100 is arranged to engage the odd gear ratios of the transmission 400 and the second clutch 200 is arranged to engage the even and reverse gear ratios of the transmission 400. Alternatively, the ratios supported by said first clutch 100 and second clutch 200 can be respectively reversed.

The first clutch 100 and the second clutch 200 are arranged to alternately transmit a so-called input power - a torque and a rotational speed - of the input shaft, to one of the two transmission shafts A1, A2, depending on the respective configuration of each clutch 100 and 200 and via an inlet web 109.

The clutches 100 and 200 are arranged not to be simultaneously in the same engaged configuration. On the other hand, the first and second clutches 100, 200 can simultaneously be configured in their disengaged position.

The clutch mechanism 10 comprises an input element which is rotatably coupled on the one hand to the input shaft and on the other hand to the input web 109 to transmit power - torque and speed. rotation - generated at the motor at one of the clutches 100, 200 of the clutch mechanism 10. Preferably, the input element of the clutch mechanism 10 comprises an inlet hub 130, preferably in rotation around the axis O. On its lower elongation, the inlet hub 130 is rotatably and / or axially connected to the input shaft, possibly via a damping device, not shown, such as a double damping flywheel for example.

On its outer elongation, the inlet hub 130 is coupled to the inlet web 109, and more particularly at a lower end and located forwardly of said inlet web 109. Preferably, the entry web 109 and the inlet hub 130 are integral, for example fixed by welding and / or riveting.

On the side of its upper end, the inlet web 109 is rotatably connected to the first clutch 100 via an inlet disk carrier 106, the inlet disk carrier 106 being rotatably connected to the web input 109, preferably by cooperation of shapes, for example by grooves.

The first and second clutches 100 and 200 are controlled by an actuating system 300 which is arranged to be able to configure them in any configuration between the engaged configuration and the disengaged configuration. The actuation system comprises:

^_ A first actuator 320 arranged to set the first clutch 100 in a configuration between the engaged configuration and the disengaged configuration;

a second actuator 330 arranged to configure the second clutch 200 in a configuration between the engaged configuration and the disengaged configuration; a housing 307 in which at least a portion of the first and second actuators are housed

320, 330. Preferably, the first and second actuators 320 and 330 are of the hydraulic cylinder type. The first and second actuators 320, 330 may each comprise an annular piston, each annular piston being coaxial with the axis O and developing an axial movement to configure the corresponding clutch. In this case, the actuating system 300 also comprises a hydraulic fluid supply channel for each actuator 320, 330. Preferably, the hydraulic fluid is a pressurized fluid, for example oil.

The first actuator 320 is connected to the first clutch 100 via a part of a first decoupling bearing 140 and secondly of a first force transmission member 105. The first decoupling bearing 140 is arranged for transmitting axial forces generated by the first actuator 320 to the first force transmission member 105.

The first force transmission member 105 is arranged to transmit an axial force to the first clutch 100 via its upper elongation, said upper elongation extending axially forward to be able to press the first friction elements 101 against the second friction elements. 102 on the one hand, and against an external reaction means 103 of the inlet web 109 on the other hand. When the first friction elements 101 are spaced apart from the second friction elements 102, then the first clutch 100 is configured in its disengaged configuration. On the other hand, when the first friction members 101 are pressed against the second friction members 102, then the first clutch 100 is configured in its engaged configuration.

The external reaction means 103 is integral with the inlet web 109. Preferably, the external reaction means 103 is derived from material of the inlet web 109; alternatively, the external reaction means 103 is fixed integrally to the entry web 109 by any fastening means, such as for example by riveting or welding.

The external reaction means 103 has a shape complementary to that of the first or second friction elements 101, 102, so as to allow a frictional coupling of the first and second friction elements 101, 102 when the first actuator 320 exerts an axial force forward to configure the first clutch 100 in its engaged position. Conversely, when the first force transmission member 105 is pushed back by resilient biasing means which will be described later, then the first friction elements 101 separate from the second friction elements 102, then decoupling said friction elements and thus to configure the first clutch 100 in its disengaged configuration.

The external reaction means 103 has in particular external splines which cooperates with corresponding inner grooves of the input disk carrier 106. The first clutch 100 is adapted to be rotatably coupled to the first transmission shaft A1 via a first output disk carrier 110 forming an output member of said first clutch 100. More particularly, the first disk carrier of FIG. outlet 110 is rotatably coupled to the second friction members 102 at its upper end on the one hand, and on the other hand to a first output hub 120 at its lower end.

The first output disk carrier 110 has on its outer radial periphery an axial elongation 107 which is provided with a toothing intended to cooperate with a complementary toothing on each second friction element 102, and more particularly to the inner radial periphery of each second friction element 102 of the first clutch 100. The first output disk carrier 110 is thus coupled in rotation by meshing with the second friction elements 102 of the first clutch 100.

At its lower radial end, the first output disk carrier 110 is connected to the first output hub 120, preferably fixed together by welding or riveting.

The first output hub 120 has radially inside axial splines arranged to cooperate with complementary splines located on the first transmission shaft A1, so as to achieve a rotational coupling.

A radial bearing 117 is interposed between the first output hub 120 and the inlet hub 130 to withstand the radial forces of the inlet hub 130 and / or the inlet web 109 despite the different speeds of rotation respectively turn the input shaft and the first drive shaft Al.

Similarly, the second clutch 200 of the clutch mechanism 10 is similar in design to that of the first clutch 100.

The second actuator 330 is connected to the second clutch 200 via on the one hand a second decoupling bearing 240 and secondly on a second force transmission member 205. The second decoupling bearing 240 is arranged for transmitting axial forces generated by the second actuator 330 to the second force transmission member 205.

The second force transmission member 205 is located axially between the input disk carrier 106 and the first force transmission member 105.

The second force transmission member 205 is arranged to transmit an axial force to the second clutch via its upper elongation, said upper elongation extending axially forwardly and through an opening 108 arranged in the disk carrier. entry 106 for being able to press the first friction elements 201 against the second friction elements 202 on the one hand, and against an internal reaction means 203 on the other hand. When the first friction members 201 are spaced apart from the second friction members 202, then the second clutch 200 is configured in its disengaged configuration. On the other hand, when the first friction members 201 are pressed against the second friction members 202, then the second clutch 200 is configured in its engaged configuration.

The internal reaction means 203 is integral with an axial extension portion 206 facing forward and secured to the input disk carrier 106, fixed to the input disk carrier 106 by any means, such as for example by welding or riveting. Alternatively, the inner reaction means 203 and the input disk carrier 106 are made of material. The external reaction means 203 has a shape complementary to that of the first or second friction elements 201, 202, so as to allow a friction coupling of the first and second friction elements 201, 202 when the second actuator 330 exerts an axial force forward to configure the second clutch 200 in its engaged position. Conversely, when the second force transmission member 205 is pushed back by elastic return means which will be described later, then the first friction elements 201 separate from the second friction elements 202, then to decouple said friction elements 201, 202 and thus to configure the second clutch 200 in its disengaged configuration.

By way of nonlimiting example, the external reaction means 203 may take the form of a ring with a toothing on the outer periphery and a central support groove which extends axially rearwardly.

The second clutch 200 is intended to be rotatably coupled to the second transmission shaft A2 via a second output disk carrier 210 forming an output element of said second clutch 200. More particularly, the second disk carrier of outlet 210 is rotatably coupled to the second friction members 202 at its upper end on the one hand, and secondly to a second output hub 220 at its lower end.

The second output disk carrier 210 comprises on its outer radial periphery an axial elongation 207 which is provided with a toothing intended to cooperate with a complementary toothing on each second friction element 202, and more particularly to the inner radial periphery of each second friction element 202 of the second clutch 200. The second output disk carrier 210 is thus coupled in rotation by meshing with the second friction elements 202 of the second clutch 200. At its lower radial end, the second output disk carrier 210 is connected to the second output hub 220, preferably fixed together by welding or riveting. Furthermore, an axial bearing 116 is interposed between the first output disk carrier 110 and the second output disk carrier 210 in order to be able to transmit an axial force between the two output disk carriers 110, 210 which can rotate at different speeds. different speeds when the first and second clutches 100, 200 are configured in a different configuration.

The second outlet hub 220 comprises radially inside the axial splines arranged to cooperate with complementary splines located on the second transmission shaft A2, so as to perform a coupling in rotation. The first and second clutches 100, 200 respectively comprise elastic return means for automatically pushing the first and second actuators 320, 330 rearwardly. More particularly, the resilient biasing means axially urge the first and respectively the second force transmission members 105, 205 rearwards in order to facilitate the separation of the first friction elements 101, 201 with respect to the second friction elements 102. , 202 of the first and second clutch 100, 200 respectively by pushing the first and the second actuator 320, 330 backwards.

Preferably, the elastic return means are formed by elastic washers, such as for example wave washers of the "Onduflex ™" type. The spring return washers are interposed axially between the friction elements 101, 201, 102, 202 of each clutch 100, 200. They are preferably arranged radially inside the first friction elements 101, 201, each spring washer being axially in abutment against the radial front face of a second friction element 102, 202 and against the rear radial face of another second friction element 102, 202 axially adjacent.

The inlet disk carrier 106 further comprises an inner segment 111 which extends radially inwardly of the clutch mechanism 10, below the second clutch 200. More particularly, the inner segment 111 consists of a extending axial range extending forwardly under the second clutch 200, and a radially extending range extending radially between the second clutch 200 and a heel 118. The heel 118 forms a radial shoulder oriented towards the interior and bearing against a support bearing 113 arranged to support the radial load of the first and second clutches 100, 200.

Radially, the rolling bearing 113 is integrally bonded to an outer face of a clutch support 500. Axially, the position of the support bearing 13 is defined forwards by an axial abutment 505 against which the support bearing 113 is in support to prevent any relative movement towards the front of said support bearing 113 relative to the clutch support 500. In the example illustrated in FIG. 1, the axial stop 505 is a locking ring housed in a peripheral groove of the clutch support 500. Alternatively, the axial abutment 505 may be derived from the material of the clutch support 500, and forms an axial shoulder oriented towards the rear and against which the support bearing 113 is supported.

More generally, the support bearing 113 is arranged radially between the clutch support 500 and the inner segment 111 of the input disk carrier 106. Axially, the support bearing 113 is stopped on the opposite side to the force axial axis exerted by the first or the second actuator 320, 330. Advantageously, the support bearing 113 is of the type of a ball bearing, preferably with oblique contacts in order to be able to transmit both an axial force and a radial force. When the first or the second actuator 320, 330 configures the corresponding clutch 100, 200 in an engaged or disengaged configuration, the axial force is transmitted via the corresponding force transmission member 105, 205 and up to at the level of the transmission shaft A1, A2. At the level of the clutch support 500, the axial force is taken up by the axial stop 505 located in front of the support bearing 113.

The clutch support 500 takes the form of a cylinder inside which the transmission shafts A1, A2 are housed. It extends axially between the second output disk carrier 210 and the transmission 400. Radially, the clutch support 500 extends between one of the transmission shafts A1, A2 and the housing 307 of the actuating system. 300. In general, the clutch support 500 is arranged on the one hand to support the radial forces exerted by the first and second clutches 100, 200, and on the other hand to radially support the actuating system 300 .

The housing 307 is locked axially rearward by a locking ring 600 housed in a peripheral groove 520 of the clutch support 500. The locking ring 600 thus makes it possible to precisely define the relative position of the actuating system on the clutch support 500. The locking ring may be of the type of a split ring or a circlip. The locking ring 600 extends radially beyond the peripheral groove and the outer face of the clutch support 500. Axially, the width of the peripheral groove 520 is greater than the axial dimension of the locking ring to facilitate its insertion into said peripheral groove 520. Thus, the housing 307 of the actuating system is fitted on the clutch support 500 until the rear face 305 of said housing 307 bears axially against a front face of the locking ring 600, a rear face of the locking ring 600 being in abutment against a rear face of the peripheral groove. The casing 307 of the actuating system 300 is fixed integrally to the transmission 400 by means of at least one fastening screw 800 which, crossing an outer radial extension surface of the casing 307, collaborates with a threaded bore located in the front face 404 of the transmission 400. Advantageously, the fixing screws 800 are angularly regularly spaced about the axis O. In the example illustrated in FIGURE 1, the fixing screws 800 are radially located between the actuators 320, 330 and the second clutch 200. Alternatively, the fixing screws may be located radially beyond the first clutch 100 to facilitate their accessibility and handling during assembly of the clutch mechanism 10 on the transmission 400 and to simplify the design of said clutch mechanism 10. In order to allow optimal operation of the clutch, and more particularly to make compatible the debate axially of the first and second actuators 320, 330 with the axial displacement necessary to move from the engaged configuration to the disengaged configuration at the first and second clutches 100, 200 respectively, it is necessary to tune the axial side chain of the elements. between the locking ring 600 and the clutches 100, 200. Cleverly, in the example illustrated in FIGURE 1, the present invention proposes to use a first and a second axial wedging element 710, 720 axially located respectively between the first decoupling bearing 140 and the first force transmission member 105 on the one hand, and between the second decoupling bearing 240 and the second force transmission member 205 on the other hand.

Each axial wedging element 710, 720 has a general shape of annular disc. An axial dimension of each axial wedging element 710, 720 is defined as a function of measurements made during the assembly operation of the clutch mechanism 10, machining tolerances and assembly of the housing 307 on the support of clutch 500, first and second force transmission members 105, 205 and first and second clutches 100, 200 in particular. The method for determining the axial dimension of calles 710, 720 will be described in more detail with reference to FIGURES 2a and 2b. The first axial wedging element 710 is located radially facing the first decoupling bearing 140. It is housed in a bore 126 formed on the rear face 125 of the first force transmission member 105, and more particularly at its radial end. interior.

The second axial wedging element 720 is located radially facing the second decoupling bearing 240. It is housed in a bore 226 formed on the rear face 225 of the second force transmission member 205, and more particularly at its radial end. interior.

The first and second axial wedging members 710, 720 are generally annular disc shaped. An inside diameter of the second axial wedging element 720 is slightly greater than an outside diameter of the clutch support 500 to facilitate its insertion. As a variant, the first and second axial wedging elements 710, 720 are held on the corresponding force transmission member 105, 205 by means of fastening means 730 such as, for example, hooking lugs.

According to a first exemplary embodiment illustrated in FIG. 3, the attachment means 730 of the second axial wedging element 720 are formed by hooking lugs 730a angularly distributed around the axial wedging element. In this example, the latching lugs are growths of material distributed at 120 ° around the annular disc. The latching lugs 730a are inserted into the bore 126 formed on the rear face of the first force transmission member 105, thus making it possible to perform an axial centering around the axis O. According to a second exemplary embodiment illustrated in FIG. 4, the fastening means 730 of the second axial wedging element 720 are formed by hooking lugs 730b made by stamping the force-transmitting member 105. The hooking lugs 730b are material growths formed in FIG. the bore 126 of the first force transmission member 105. The latching lugs 730b, distributed at 120 °, rest on the outer periphery of the axial wedging element 720, thus enabling axial centering around the axis O.

According to a third exemplary embodiment illustrated in FIG. 5, the fastening means 730 of the second axial wedging element 720 are formed by attachment pegs 730c that are attached to the axial wedging element. In this example, the latching lugs 730c are hooked on the inner periphery of the force transmission member 105. According to a fourth embodiment illustrated in FIG. 6, the fastening means 730 of the second axial wedging element 720 are formed by attachment lugs 73 Od formed directly on the axial wedging element. In this example, the hooking lugs 730d are material growths distributed at 120 ° on the inside of the annular disc. The latching lugs 730d are hooked on the inner periphery of the force transmission member 105. According to a fifth exemplary embodiment illustrated in FIG. 7, the fastening means 730 of the second axial wedging element 720 are formed by 730e hooking lugs formed directly on the axial wedging element. In this example, the latching lugs 730e are protrusions of material formed on one of the annular faces of the axial wedging element. The axial wedging element 720 may be made of plastics material. The latching lugs 730e are then inserted into openings formed in the force transmission member 105.

According to a sixth exemplary embodiment illustrated in FIG. 8, the fastening means 730 of the second axial wedging element 720 are formed by attachment lugs 73 Of formed directly on the axial wedging element. In this example, the hooking pegs 730f are outgrowths of matter distributed at 120 ° on the outside of the annular disc. The hooking lugs 730f are hooked on the outer periphery of the first decoupling bearing 140. Alternatively, the hooking lugs can be inserted into notches provided on the decoupling bearing.

The manner of determining the good axial dimension of the axial wedging elements 710, 720 will now be described with reference to FIGURES 2A and 2B.

In a first step illustrated in FIG. 2A, forward axial force is applied to the first force transmitting member 105 and the second force transmitting member 205 to respectively configure the first clutch 100 and the first clutch 100. second clutch 200 in the engaged configuration, the first friction elements 101, 201 being pressed against the second friction elements 102, 202 on the one hand, and against the inner reaction means 203 and outer 103 on the other hand. This configuration corresponds to an axial position most "forward" of the first and second force transmission members 105, 205. In this position, the distance X ₁ , X ₂ separating the rear face 521 from the peripheral groove 520 housing the blocking ring 600 axially blocking the actuating system 300 (not shown) on the one hand, to the bore 126, 226 located on the rear face of the corresponding first and second force transmission members 105, 205; somewhere else.

During a second step illustrated in FIG. 2B, the first actuator 320 and the second actuator 330 of the actuating system are each configured in a position corresponding to that which would make it possible to configure the corresponding clutches 100, 200 in their disengaged configurations. respectively, once said actuating system 300 mounted on the clutch mechanism 10. These positions may correspond for example to a minimum axial extension to the rear of each actuator 320, 330. Preferably, a safety margin is maintained between the rear end of each actuator 320, 330 and the bottom of the hydraulic chamber of the housing 307. Advantageously, the positions of each actuator 320, 330 corresponding to the engaged configuration of the corresponding clutch 100, 200 is physically defined by a mechanical stop made between each outer ring of the decoupling bearings 140, 240 and resp ectively front faces 315, 316 of the housing 307. In these respective positions, it measures the distances Yi, Y ₂ delimited firstly by an axial end 141, 241 of each decoupling bearing 140, 240, and secondly by the rear face 305 of the housing 307 which bears against the locking ring 600 when the actuating system 300 is mounted on the clutch support 100 of the clutch mechanism 10.

Finally, for each corresponding set of actuators 320, 330 and clutch 100, 200, the axial dimension e ₁ , e ₂ of each corresponding axial wedging element 710, 720 is defined by the following formula: e = (X ₁ - Δ - (¾ + L)

e ₂ = (X ₂ - Δ ₂ ) - (Y ₂ + L)

Where Δ-L and Δ ₂ respectively correspond to the axial functional clearances desired for each clutch 100, 200 as they move from the engaged configuration to the disengaged configuration, and L corresponds to the axial dimension of the locking ring 600.

Advantageously, the dimensions e1 and e2 correspond to the thickness of each axial wedging element 710, 720.

Of course, the invention is not limited to the examples that have just been described and many adjustments can be made to these examples without departing from the scope of the invention. In particular, the various features, shapes, variants and embodiments of the invention can be associated with each other in various combinations to the extent that they are not incompatible or exclusive of each other. In particular all the variants and embodiments described above are combinable with each other.

Claims

claims

A clutch mechanism (10) for installation between an engine and a motor vehicle transmission (400), the clutch mechanism (10) comprising:

at least one clutch (100, 200);

a clutch support (500) arranged to radially support the at least one clutch (100, 200);

- A housing (307) housing at least one actuator (320, 330) arranged to generate an axial displacement for configuring the at least one clutch (100, 200) in an engaged or disengaged configuration;

at least one force transmitting member (105, 205) comprising an inner end collaborating with the at least one actuator (320, 330) and an upper end collaborating with the at least one clutch (100, 200);

characterized in that the clutch mechanism (10) comprises at least one axial wedging element (710, 720) of the at least one actuator (320, 330) relative to the clutch (100, 200) and of which an axial dimension is defined at least by the difference between the axial position of the at least one actuator (320, 330) relative to the axial position of the corresponding clutch (100, 200).

2. clutch mechanism (10) according to the preceding claim, characterized in that the axial dimension of the at least one axial wedging element (710, 720) also depends on at least one axial dimension of the body of transmission of force (105, 205) corresponding, one of said axial dimensions being defined by the axial distance between an inner end and an outer end of said force transmission member (105, 205).

Clutch mechanism (10) according to one of the preceding claims, characterized in that, for each clutch (100, 200), an axial dimension of all the axial wedging elements (710, 720) taken collectively and associated with the corresponding actuator (320, 330) is equal to a residual axial clearance between the clutch (100, 200) and the corresponding actuator (320, 330), the clutch (100, 200) being then configured in its disengaged configuration and the actuator (320, 330) being configured in its extreme axial disengaged configuration.

4. clutch mechanism (10) according to any one of the preceding claims, characterized in that the at least one axial wedging element (710, 720) is attached to the force transmission member (105, 205). ) corresponding.

Clutch mechanism (10) according to one of Claims 1 to 4, characterized in that the at least one axial wedging element (710, 720) is located in an axially intermediate position between the at least one an actuator (320, 330) and the at least one corresponding clutch (100, 200).

Clutch mechanism (10) according to one of the preceding claims, characterized in that the actuating system (300) comprises a first decoupling bearing (140) and / or a second decoupling bearing (240). respectively disposed at one end of the first actuator (320) and / or the second actuator (330), the at least one axial wedging element (710, 720) being disposed between the inner end of the force transmitting member (105, 205) and said corresponding decoupling bearing (140, 240).

7. clutch mechanism (10) according to the preceding claim, characterized in that the at least one axial wedging element (710, 720) is located radially at an inner end of the at least one body member. transmission of force (105, 205).

8. clutch mechanism (10) according to any one of claims 1 to 4, characterized in that the at least one axial wedging element (710, 720) is located axially between the at least one transmission member force (105, 205) and the housing (307).

9. clutch mechanism (10) according to any one of the preceding claims, characterized in that the clutch mechanism (10) comprises:

a support bearing (113) disposed at one end of the clutch support (500);

an axial blocking element (600) arranged to axially lock the clutch support (500) with respect to the casing (307), the said axial locking element (600) being located axially at the other end of the clutch support; (500).

10. clutch mechanism (10) according to claim 9, characterized in that the at least one axial locking element (600) is formed by a locking ring housed in a circumferential groove (520) of the clutch support (500).

11. clutch mechanism (10) according to any one of claims 3 to 10, characterized in that, in the disengaged configuration of each clutch (100, 200), the extreme axial position of the corresponding actuator (320, 330) is defined by a first axial dimension (Y1, Y2) measured between an end of a corresponding decoupling bearing (140, 240) and the rear face (305) of the housing (307).

12. clutch mechanism (10) according to any one of claims 9 to 11, characterized in that the axial position of each clutch (100, 200) is defined by a second axial dimension (XI, X2) measured between a inner end of the corresponding force transmission member (105,205) and a bearing surface of the clutch support (500) resting on the at least one axial locking element (600) when the clutch is in its engaged configuration.

13. clutch mechanism (10) according to any one of claims 9 to 12, characterized in that the housing (307) comprises a bore whose radial dimensions are greater than the radial dimensions of the at least one blocking element axial (600) to allow its insertion into the circumferential groove (520), a face of the bore forming an axial shoulder against which a face of the at least one axial locking element (600) is supported.

14. clutch mechanism (10) according to any one of the preceding claims, characterized in that the at least one axial wedging element (710, 720) comprises fixing means (730) on the at least one force transmission member (105, 205) formed by latching lugs (730a, 730b, 730c, 730d, 730e).

Clutch mechanism (10) according to claim 6, characterized in that the at least one axial wedging element (710, 720) comprises fastening means (730) on the first or second decoupling bearing ( 140, 240) formed by hooking lugs (730f).

A transmission system for a motor vehicle comprising a clutch mechanism (10) according to any one of the preceding claims wherein:

the at least one clutch (100, 200) is rotatably coupled to at least one output shaft (A1, A2) of the transmission (400) via at least one output disk carrier (110); , 210);

the at least one clutch (100, 200) is rotatably coupled to an entry web (109), said entry web (109) being rotatably coupled to an input shaft rotated by at least one a crankshaft.

17. Transmission system according to the preceding claim, characterized in that the clutch mechanism (10) is of the type of a double wet clutch in which:

a first clutch (100) is rotatably coupled to a first output shaft (A1) of the transmission (400) via a first output disk carrier (110); a second clutch (200) is rotatably coupled to a second output shaft (A2) of the transmission (400) via a second output disk carrier (210);

the first (100) and the second (200) clutches are alternately rotatably coupled to the inlet web (109), said inlet web (109) being rotatably coupled to the input shaft rotated by the at least one crankshaft.

18. A method of assembling a clutch mechanism (10) according to any one of claims 1 to 15 characterized in that it comprises the following steps performed for the at least one clutch (100, 200):

- measuring an axial residual clearance between the clutch (100, 200) and the corresponding actuator (320, 330), the clutch (100, 200) being taken in its disengaged configuration and the corresponding actuator (320, 330) being configured in its extreme axial disengaged configuration;

- insertion of a wedging element (710, 720) between the clutch (100, 200) and the corresponding actuator (320, 330), an axial dimension of the at least one wedging element (710, 720) being at least equal to the corresponding measured residual clearance.