WO2018103776A1 - Betätigungsanordnung mit vier stellorganen, kupplungs- und bremssystem, hybridmodul sowie antriebsstrang - Google Patents
Betätigungsanordnung mit vier stellorganen, kupplungs- und bremssystem, hybridmodul sowie antriebsstrang Download PDFInfo
- Publication number
- WO2018103776A1 WO2018103776A1 PCT/DE2017/100904 DE2017100904W WO2018103776A1 WO 2018103776 A1 WO2018103776 A1 WO 2018103776A1 DE 2017100904 W DE2017100904 W DE 2017100904W WO 2018103776 A1 WO2018103776 A1 WO 2018103776A1
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- WO
- WIPO (PCT)
- Prior art keywords
- actuator
- actuating
- clutch
- friction
- brake
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
- F16D67/02—Clutch-brake combinations
- F16D67/04—Clutch-brake combinations fluid actuated
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
- F16D25/083—Actuators therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/11—Passenger cars; Automobiles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/14—Trucks; Load vehicles, Busses
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/42—Clutches or brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/81—Braking systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/24—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member
Definitions
- Hybrid module as well as powertrain
- the invention relates to an actuating arrangement for actuating at least four torque transmission devices of a drive train of a motor vehicle, with a first actuator, a second actuator and a third actuator, wherein the actuators (each) are designed for applying an actuating movement by a torque transmitting device.
- the invention relates to a clutch and brake system for a drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with this actuator assembly.
- the invention also relates to a drive train for a motor vehicle, with this clutch and brake system.
- the invention relates to a hybrid module for a drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with this actuator assembly.
- WO 2017/088869 A1 discloses a hybrid module for a motor vehicle for coupling an internal combustion engine, having a disconnect clutch, an electric motor connectable to the driveline for torque transmission via a master clutch, and a disconnect actuation system for causing an operation of the separating clutch is used.
- a master clutch actuation system is employed to effect actuation of the main clutch. Both actuating systems are arranged between the separating clutch and the main clutch.
- a multi-speed planetary gear system is further known as a component of a drive train of a motor vehicle.
- known clutch and brake systems including their actuation arrangements often have the disadvantage that they are designed relatively large construction. In particular, these systems can only be used relatively limited in existing drive trains due to their space design.
- a fourth actuator which is designed for applying an actuating movement on the part of another torque transmitting device, is provided and at least three of the four actuators are arranged displaceably in a common actuator housing.
- a particularly compact actuator assembly is implemented, which can be used to save space in a clutch and brake system.
- two of the at least three actuators protrude from the actuator housing to a common first end face of the actuator housing.
- the two actuators projecting from the actuator housing to the common first end face of the actuator housing are furthermore preferably nested in the radial direction / offset from one another.
- the actuators are preferably nested in the radial direction and / or in the axial direction / offset from one another. Rage according to a further preferred embodiment even three actuators to the common first end face of the actuator housing out of the actuator housing, the actuator housing is relatively compact in the clutch and brake system integrated. The three to the common first end face of the actuator housing protruding from the actuator housing actuators are further preferably nested in the radial direction / offset from each other.
- the actuating arrangement can also be used relatively flexibly in the axial direction.
- the actuator assembly is implemented particularly space-saving.
- the actuator housing is part of an actuating system designed as a (fluidic, preferably hydraulic) slave cylinder and the at least three actuators arranged in the actuator housing are designed as actuating pistons.
- the actuating system is advantageously designed as a concentric slave cylinder, so that the space requirement of the actuator assembly continues to decrease.
- a connecting line / a connecting channel (preferably in the form of a connecting bore), which is connected to a respective pressure chamber of an actuator, is introduced into the actuator housing.
- the connecting line is preferably introduced radially from the outside into the actuator housing and / or obliquely formed / extending in the axial direction (with respect to the axis of rotation). It is therefore advantageous if a (fluid) supply to the pressure chambers runs obliquely to the axial direction and radial direction.
- the actuator assembly is also very compact integrated into existing space.
- the invention also relates to a clutch and brake system for a drive train of a motor vehicle, with four torque transmitting devices and an actuator assembly according to the invention according to one of the embodiments described above, wherein each torque transmitting device is associated with an actuator for actuating the same.
- the clutch and brake system is preferably with at least one, more preferably with two friction clutches, which are each designed to couple two shaft components rotatably mounted about a rotation axis, as well as with at least one, more preferably two braking devices, each operatively connected or operatively connected to one of the shaft components are equipped.
- the friction clutches and the braking devices are arranged distributed in a space / receiving space, wherein the space has a first subspace and an axially adjacent to the first subspace second subspace, wherein the second subspace with respect to the axis of rotation has a smaller radial extent than the first subspace ,
- the space is designed viewed in a longitudinal half of the longitudinal section L-shaped.
- the second subspace has a smaller radial extent with respect to the axis of rotation than the first subspace.
- the clutch and brake system preferably has two friction clutches and
- two torque transmission devices of the totality of at least one / two friction clutches and at least one / two braking devices are arranged side by side / nested in the axial direction in the second partial space extending in the axial direction.
- a first friction clutch with its friction elements is arranged radially within a plurality of brake elements of a first brake device.
- a clever radial nesting of two components is realized.
- a second friction clutch with its friction elements is arranged axially adjacent to a plurality of brake elements of a second brake device in the second partial space. It is also expedient if, in the first subspace, a first friction clutch with its friction elements is arranged radially within a plurality of friction elements of a second friction clutch.
- a first brake device with its brake elements is arranged axially next to a plurality of brake elements of a second brake device in the second subspace.
- a first actuation system which is designed to actuate at least three, preferably three, more preferably all four, components of the entirety of the first friction clutch, the second friction clutch, the first brake device and the second brake device at least partially radially within the friction elements of the first friction clutch or at least partially axially between the first friction clutch and the first Braking device is arranged or at least partially disposed axially between the first brake device and the second brake device.
- the first actuating system is advantageously accommodated / arranged in the first subspace and / or the second subspace.
- the actuation is also particularly compact implemented when a second actuation system, which is designed to actuate at least one component of the entirety of the first friction clutch, the second friction clutch, the first brake device and the second brake device, preferably for actuating the second brake device, at least partially is disposed axially between the second friction clutch and the second brake device.
- a second actuation system which is designed to actuate at least one component of the entirety of the first friction clutch, the second friction clutch, the first brake device and the second brake device, preferably for actuating the second brake device, at least partially is disposed axially between the second friction clutch and the second brake device.
- first actuation system and / or the second actuation system are / is designed as a slave cylinder.
- first actuating system is designed as a multi-slave cylinder, preferably a triple or four-slave cylinder, the actuation of the various components is in turn made as compact as possible.
- the first actuation system has one actuator or a plurality of actuators which is / are arranged radially within a brake element of the first brake device and / or radially within a friction element of the first friction clutch. As a result, the radial nesting of the actuation system is realized in a particularly compact manner.
- the invention relates to a drive train for a motor vehicle, with a clutch and brake system according to the invention according to at least one of the embodiments described above.
- the powertrain is advantageously designed in different embodiments as a purely internal combustion engine powertrain, as a purely electric drive train or as a hybrid powertrain.
- the invention also relates to a hybrid module with an actuating arrangement according to the invention according to at least one of the embodiments described above.
- the invention relates to a radially nested multiple CSC (multi-concentric slave cylinder).
- An actuation arrangement is proposed for actuating three or more torque-transmitting devices, in particular two clutches (friction clutches) and two brakes (braking devices).
- three or more CSCs three actuators
- three actuators are actuated in one direction and at least three CSCs (three actuators) are radially nested.
- the rest of the CSC (fourth actuator) is then offset axially.
- four CSC or more are arranged in a housing (actuator housing). Two each operate in different (axial) directions.
- a supply line (connection line) in the housing is advantageously formed radially from the outside and axially obliquely.
- the actuating arrangement is designed for a hybrid module.
- Fig. 1 is a schematic longitudinal sectional view of an inventive
- Coupling and braking system according to a first embodiment, wherein in particular the arrangement and the formation of two brake devices, two friction clutches and two of these components actuating actuating systems of the clutch and brake system are illustrated, and
- Fig. 2 is a schematic longitudinal sectional view of an inventive
- Coupling and braking system according to a second embodiment, with respect to FIG. 1, the two brake devices, the two friction clutches and an actuating system acting on these components are arranged distributed in another way in the space.
- FIG. 1 an inventive clutch and brake system 1 is illustrated according to a first embodiment.
- the clutch and brake system 1 is already used in FIG. 1 in a drive train 20 shown in sections.
- the clutch and brake system 1 serves, as described in more detail below, in particular by means of its friction clutches 2, 3 (first friction clutch 2 and second friction clutch 3) for selectively transmitting a torque from a drive shaft 22 of a drive motor, for example an internal combustion engine or an electric motor one of two transmission shafts 24a and 24b of a transmission 23.
- the transmission 23 is designed in this embodiment as an automatic transmission.
- the two friction clutches 2, 3 together form a double clutch.
- the friction clutches 2, 3 serve two braking devices 6, 7, as explained in more detail below, respectively for braking a transmission shaft 24b, 24c of the three transmission shafts 24a to 24c of the transmission 23 relative to a housing-fixed component, such as a transmission housing 44 of the transmission 23 and .,
- a housing 45 of the clutch and brake system. 1 Additionally or alternatively to the attachment to The housing 45 may also be connected, in principle, to the housing 44 of the transmission housing 44 with a housing of the drive motor (not shown here for reasons of clarity) or directly formed by this housing of the drive motor. In the present embodiment, the housing 45 is connected to the transmission housing 44 shown schematically, or at least partially formed by this with.
- the clutch and brake system 1 is designed as a clutch and brake unit, which forms an assembly unit and is thus compactly mounted in the drive train 20.
- the friction clutches 2, 3 and the braking devices 6, 7 are distributed for this purpose in a compact space 8.
- the space 8 is, seen in the (half) longitudinal section, an L-shaped rotational space.
- the installation space 8 has a first subspace 9a and a second subspace 9b axially adjacent to the first subspace 9a, wherein the second subspace 9b has a lesser extent with respect to an axis of rotation 4 of the clutch and brake system 1 / of the friction clutches 2, 3 radial extent than the first subspace 9a.
- the first subspace 9a is arranged axially / along the rotation axis 4 closer to the drive shaft 22 than the second subspace 9b.
- the first friction clutch 2 is formed as a multi-plate clutch, here in the form of a friction plate clutch.
- the first friction clutch 2 is arranged with its friction elements 27a, 28a in the first compartment 9a.
- the first friction clutch 2 has a first clutch component 25a, which furthermore has a plurality of first friction elements 27a.
- the first friction elements 27a are in relation to a rotation axis 4 of the first friction clutch 2 (corresponding to a rotation axis 4 of the second friction clutch 3 and a rotation axis 4 of the transmission shafts 24a, 24b, 24c) in the axial direction relative to each other.
- the first coupling component 25a also has a first friction elements 27a rotatably and relative to each other axially slidably receiving support portion 29.
- the support portion 29 extends in the axial direction (sleeve-shaped).
- the support portion 29 serves as an inner support for the first friction elements 27a. Accordingly, the first friction elements 27a extend in the radial direction to the outside of the support portion 29 away.
- Axially between each two successive first friction elements 27a, a second friction element 28a of a second clutch component 26a of the first friction clutch 2 is arranged.
- a first friction element 27a which directly forms a (first) counterplate 30a of the first friction clutch 2, is mounted both rotatably and non-displaceably (fixed in the axial direction) on the support region 29.
- a (first) pressure plate 31 a of the first friction clutch 2, which is displaceable relative to the first counter-plate 30 a, is also formed by one of the first friction elements 27 a.
- the first pressure plate 31 a forms a counter-plate 30 a opposite axial end of the entirety of first and second friction elements 27 a, 28 a.
- the second clutch constituent 26a of the first friction clutch 2 furthermore has a (first) friction element carrier 32a, which receives the second friction elements 28a in an axially displaceable and non-rotatable manner.
- the first friction element support 32a is rotatably connected (via splines) to a (second) transmission shaft 24b of the transmission 23 during operation.
- the first friction element carrier 32a serves as second carrier for the second friction elements 28a. Accordingly, the first friction element support 32a has a sleeve portion 33, from which the second friction elements 28a extend inwards in the radial direction.
- the first friction element carrier 32a extends both in the axial direction away from the second friction elements 28a / the first friction elements 27a on the transmission side, and in the radial direction inwards towards the second transmission shaft 24b.
- the support portion 29 in this embodiment is rotationally fixed part of a connecting shaft 34.
- the support portion 29 is even material integral with the connecting shaft 34, but is also formed in other embodiments separately to the connecting shaft 34 and rotatably with this connecting shaft 34th connected.
- the connecting shaft 34 thus forms a first shaft component 5a, the first friction clutch 2 being used as an openable torque transmission device between this first shaft component 5a and the second transmission shaft 24b forming a second shaft component 5b.
- the connecting shaft 34 is arranged radially inside the support area 29 and connected to the support area 29 by means of a web area 39.
- the connecting shaft 34 protrudes in the axial direction through a central through hole 35 of a first actuating system 12 described in more detail below.
- the connecting shaft 34 is further rotatably connected to a torsional vibration damper in the form of a dual mass flywheel 36.
- the dual-mass flywheel 36 is also considered in this embodiment as part of the clutch and brake system 1, but may also be designed to be detached from the clutch and brake system 1 according to further embodiments.
- the dual-mass flywheel 36 adjoins the installation space 8 to an axial side facing the drive shaft 22 / the drive motor.
- the dual mass flywheel 36 is disposed in the torque transmission path between the drive shaft 22 and the connecting shaft 34. About the dual mass flywheel 36, the connecting shaft 34 is thus rotationally damped connected to the drive shaft 22. The dual mass flywheel 36 is connected to the connecting shaft 34 in an area that is partially radially disposed within the first operating system 12.
- a second friction clutch 3 is provided.
- This second friction clutch 3 corresponds in its basic structure to the first friction clutch 2.
- the second friction clutch 3 is thus likewise designed as a multi-plate clutch in the form of a multi-disc clutch, but according to further embodiments can also be designed as a single-disc clutch.
- the second friction clutch 3 is arranged in this embodiment in the second subspace 9b.
- the second friction clutch 3 has a first clutch component 25b and a second clutch component 26b which can be coupled thereto.
- the first coupling component 25b also has a plurality of first friction elements 27b, which are displaceable in the axial direction relative to one another.
- the support portion 29 is again Part of the first coupling component 25b of the second friction clutch 3.
- the first friction elements 27b of the second friction clutch 3 are axially displaceable relative to each other and rotatably received on the support portion 29.
- the support area 29 serves for the first friction elements 27b as outer carrier / outer plate carrier. Accordingly, the first friction elements 27b extend radially inwardly from a radial inner side of the support region 29.
- the second clutch constituent 26b of the second friction clutch 3 also has, in addition to the plurality of second friction elements 28b, a (second) friction element carrier 32b which rotatably receives the second friction elements 28b and receives them axially displaceable relative to one another.
- the friction element carrier 32b is implemented as an inner carrier / inner plate carrier.
- the second Reibisseitati 32b is already rotatably connected in Fig. 1 (via a spline) with a (first) gear shaft 24a of the transmission 23 rotatably connected.
- One of the first friction elements 27b is in turn embodied as a (second) counter-plate 30b of the second friction clutch 3 and thus connected to the support region 29 so as to be non-displaceable and non-rotatable.
- Another first friction element 27b is implemented as (second) pressure plate 31b of the second friction clutch 3.
- the second pressure plate 31 b forms an axial end of the assembly of first and second friction elements 27 b, 28 b opposite the second counter plate
- the connecting shaft 34 thus also forms a (first) shaft component 5a for the second friction clutch 3, the second friction clutch 3 being inserted as an openable torque transmission device between this first shaft component 5a and the first transmission shaft 24a forming a further (third) shaft component 5c.
- the first friction elements 27b of the second friction clutch 3 alternate, as in the case of the first friction clutch 2, in the axial direction with the second friction elements 28b. Overall, each friction clutch 2, 3, three first friction elements 27a, 27b in the corresponding first clutch component 25a, 25b available. In the corresponding second coupling component 26a, 26b, two second friction elements 28a, 28b are provided per friction clutch 2, 3.
- the second friction clutch 3 is arranged with its friction elements 27b, 28b axially offset from the friction elements 27a, 28a of the first friction clutch 2.
- the two friction clutches 2 and 3 can be actuated by means of the common (first) actuating system 12.
- the first actuating system 12 is part of an actuating arrangement 10 according to the invention.
- the first actuating system 12 is fixed to the housing, i. rotatably connected to the housing 45 of the clutch and brake system 1, connected / arranged.
- the first actuation system has a (first) housing / actuator housing 1 1 a, which is further firmly connected to the housing 45 of the clutch and brake system 1.
- the first actuating system 12 has a (second) actuator 14b for actuating the first friction clutch 2.
- This second actuator 14b is coupled in the axial direction with a (first) pressure pot 37a of the first friction clutch 2 non-slidably.
- the second actuator 14b is slidably received / guided in the actuator housing 1 1 a.
- the second actuator 14b is in this case via an actuating bearing 38 in the form of a rolling bearing, namely an angular contact ball bearing, indirectly / indirectly coupled to the first pressure pot 37a.
- the first pressure pot 37a is non-displaceably connected to the first pressure plate 31 a on.
- a further (third) actuator 14c is formed in the first actuating system 12.
- This third actuator 14c acts on a (second) pressure pot 37b of the second friction clutch 3, actuating / displacing / adjusting.
- the third actuator 14c is also slidably received in the actuator housing 1 1 a / led.
- the third actuator 14c is disposed radially within the second actuator 14b.
- the third actuator 14c is coupled via an actuating bearing 38 in the form of a rolling bearing, namely an angular contact ball bearing, indirectly / indirectly with the second pressure pot 37b.
- the second pressure pot 37b is in turn connected in a different manner to the (second) pressure plate 31b of the second friction clutch 3.
- the second pressure pot 37b is further configured to penetrate the land area 39. For this purpose, several distributed axial through holes are implemented in the web area 39 in the circumferential direction, through which the second pressure pot 37b projects in each case with a rod area.
- two brake devices 6, 7 are provided in the clutch and brake system 1. While a first brake device 6 is arranged in this embodiment with in the first subspace 9a, the second brake device 7 is integrated with in the second subspace 9b.
- the first brake device 6 has a plurality of axially displaceable relative to each other slidably disposed brake elements 15a, 15b, which form brake pads.
- the brake elements 15a, 15b are thus also designed as friction elements.
- a plurality of first brake elements 15a of the first brake device 6 are non-rotatably but axially displaceably mounted to each other on the first friction element carrier 32a.
- the first brake elements 15 a are arranged on a radial outer side of the sleeve portion 33.
- the first brake elements 15a alternate with a plurality of second brake elements 15b as seen in the axial direction of the rotation axis 4.
- the second brake elements 15b are also arranged so as to be displaceable relative to one another in the axial direction.
- One of the second brake elements 15 b is implemented as a (third) counter plate 30 c of the first brake device 6.
- This third counter-plate 30c is an integral part of the housing 45.
- the other second brake elements 15b are rotatably connected to the housing 45.
- a second brake element 15b is implemented as a (third) pressure plate 31c of the first brake device 6.
- the third pressing plate 31c forms an axial end of the assembly of first and second brake elements 15a, 15b opposite to the third opposing plate 30c. Overall, two first brake elements 15a and three second brake elements 15b are provided.
- the third pressure plate 31 c is non-slidably coupled to a pressure pot 21 of the first brake device 6.
- the first actuating system 12 is used for actuating the first brake device 6, in turn.
- the first actuating system 12 has for this purpose a further (first) actuator 14a, which is directly displaced (in the axial direction). tion firmly) is connected to the pressure pot 21, on.
- the first actuator 14a is also slidably received in the first actuator housing 1 1 a.
- the first actuator 14a is disposed radially outside of the second actuator 14b and the third actuator 14c.
- the first actuator 14a is in its actuated state, ie in its disengaged state, for actuating the first brake device 6 and thus for braking the first friction element carrier 32a / second transmission shaft 24b (second shaft component 5b) connected to the first friction element carrier 32a.
- the pressure pot 21 is rotatably connected to the actuating system 12 and thus also fixed to the housing.
- the first actuating system 12 is used as part of the actuator assembly 10 for actuating at least four torque transmitting devices in the form of the first friction clutch, the second friction clutch 3 and the first brake device 6, wherein the first actuator 14a, the second actuator 14b and the third actuator 14c for Applying an adjusting movement are formed by the respective torque transmitting device.
- the three actuators 14a, 14b and 14c of the first actuating system 12 all project to the same (first) axial end face 47 of the first actuator housing 1 1 a (with respect to the rotation axis 4) from this actuator housing 1 1 a addition.
- the three actuators 14a to 14c for actuating the two friction clutches 2, 3 and the first brake device 6 are used in the common first actuating system 12.
- the first operating system 12 is in this embodiment, in principle, as a central slave cylinder in the form of a fluidic, namely hydraulic see concentric slave cylinder (CSC), namely as a triple slave cylinder executed.
- CSC concentric slave cylinder
- the first actuating system 12 however, in other ways, for example. Electric or electro-hydraulic, designed.
- the respective actuator 14a to 14c is formed in the present embodiment as a fluidic, namely hydraulic, adjusting piston / pressure piston, which forms / includes a fluidic pressure chamber / partial pressure chamber 40a to 40c with the first housing / actuator housing 1 1 a.
- the pressure chambers 40a to 40c are formed in a cylinder region 41 of the first actuator housing 11a. Depending on a hydraulic pressure in the corresponding partial pressure chamber 40a to 40c, the actuator 14a, 14b, 14c disengaged and actuates the corresponding component in the form of the first friction clutch 2, the second friction clutch 3 or the first brake device 6.
- the first actuating system 12 is arranged in this embodiment in the first subspace 9a.
- the first actuation system 12 is also nested with the first brake device 6.
- the first actuating system 12 is nested in particular in the axial direction with the first brake device 6.
- a connecting portion 16 of the first actuating system 12 protrudes, wherein the connecting portion 16 extends in the radial direction outwards from a cylindrical region 41 of the first actuator housing 11a forming the individual pressure chambers 40a to 40c, into the first braking device 6 in the axial direction ,
- the pressure pot 21 of the first brake device 6 has a recess 46, which defines a free space 19.
- the connecting section 16 extends in the radial direction outwards from the cylinder region 41 in the radial direction such that it projects both axially into the clearance 19 and also extends radially through this clearance 19.
- the connecting portion 16 extends in particular beyond a radial outer side 17 of the pressure pot 21 (also outer side 17 of the first braking device 6) away to the outside.
- the connecting section 16 is implemented as a supply line 13, here as a fluidic / hydraulic supply line 13.
- the supply line 13 is fixedly attached to the first actuator housing 1 1 a.
- any other connecting section 16 of the first actuating system 12 can be inserted within the free space 19 instead of the supply line 13.
- the connecting portion 16 is thus not set to the formation of a supply line 13. Accordingly, the connecting portion 16 may also be implemented as a supporting portion which holds / fixes the operating system 12 to the housing. In this embodiment, however, such a support portion is not absolutely necessary, since the cylinder portion 41 via a support bearing 42 (rolling bearing) is supported in the radial direction by the connecting shaft 34.
- the cylinder region 41 is also arranged radially inside the brake elements 15a and 15b of the first brake device 6.
- the three actuators 14a to 14c are also radially inside the brake elements 15a and 15b of the first brake device
- the cylinder region 41 projects into the first brake device 6 in the axial direction, with at least partial superimposition of the various first and second brake elements 15a, 15b. Also, the cylinder portion 41 is disposed radially inside the friction members 27a, 28a of the first friction clutch 2. In addition, the cylinder region 41 in the axial direction at least partially covers the friction elements 27a and 28a of the first friction clutch 2.
- a second brake device 7 is realized in addition to the first brake device 6, a second brake device 7 is realized.
- the second brake device 7 therefore also has a plurality of first brake elements 18a and a plurality of second brake elements 18b, these brake elements 18a, 18b being designed as brake linings / friction elements.
- the second brake device 7 is arranged with its brake elements 18a, 18b on a side facing away from the friction elements 27a, 28a of the first friction clutch 2 side of the second friction clutch 3.
- the (two) first brake elements 18a are displaceable in the axial direction relative to one another by a further (third) friction element carrier 32c.
- the first brake elements 18a are also non-rotatably connected to the third Reibettiitatis 32c.
- the third friction member carrier 32c is rotatably connected to a third transmission shaft 24c, which forms a fourth shaft component 5d.
- the (three) second brake elements 18b of the second brake device 7 are rotatably connected to the housing 45 and along the axis of rotation 4 relative to each other displaceable. Between each two adjacent second brake elements 18b, a first brake element 18a is arranged.
- One of the second brake elements 18 b is formed as a (fourth) counter plate 30 d of the second brake device 7.
- Another second brake element 18b is designed as a (fourth) pressure plate 31d of the second brake device 7.
- the fourth pressure plate 31 d is connected to a pressure pot 43 of the second brake device
- the second brake device 7 is actuated by means of a separately formed to the first actuating system 12 second actuating system 13.
- the second actuation system 13 is also part of the actuation assembly 10.
- the second actuation system 13 is also designed as a slave cylinder, namely as a hydraulic concentric slave cylinder (CSC).
- CSC hydraulic concentric slave cylinder
- the second actuating system 13 therefore has its own (second) actuator housing 1 1 b.
- the second actuation system 13 is arranged in the second subspace 9b.
- the second actuating system 13 is arranged axially between the second friction clutch 3 and the second brake device 7.
- a (fourth) actuator 14 d of the second actuating system 13 acts on the axial displacement position of the pressure pot 43 adjusting.
- the fourth actuator 14d is slidably received in the second actuator housing 1 1 b.
- the fourth actuator 14d forms with the second actuator housing 1 1 b a fourth pressure chamber 40d.
- the second brake device 7 thus serves as a braking device braking the third transmission shaft 24c during operation.
- a total of four actuators 14a, 14b, 14c, 14d are provided in the actuating arrangement 10 according to the invention, which are each designed to apply an adjusting movement on the part of one of the torque transmission devices 2, 3, 6, 7.
- the second brake device 7 is arranged with its brake elements 18a, 18b axially offset from the brake elements 15a, 15b of the first brake device 6 and the friction elements 27a, 28a of the first friction clutch 2. Furthermore, the second brake device 7 with its brake elements 18a, 18b arranged axially offset from the Reibele- elements 27b, 28b of the second friction clutch 3.
- the first friction clutch 2 and the first brake device 6 are nested in the radial direction in the extending in the radial direction of the first subspace 9a.
- the friction elements 27 a, 28 a of the first friction clutch 2 are arranged radially inside the brake elements 15 a, 15 b of the first brake device 6.
- the second friction clutch 3 and the second brake device 7 are arranged side by side in the axial direction.
- the friction elements 27b, 28b of the second friction clutch 3 is arranged axially next to the brake elements 18a, 18b of the second brake device 7.
- FIG. 2 shows a further second exemplary embodiment of the clutch and brake system 1 according to the invention.
- This second embodiment is in principle constructed and functioning according to the first embodiment. For the sake of brevity, therefore, only the differences between these two embodiments will be described below.
- the second friction clutch 3 radially outside the friction elements 27a, 28a of the first friction clutch 2, the second friction clutch 3 is arranged with its friction elements 27b, 28b.
- the second friction clutch 3 has only two first friction elements 27b
- the connecting shaft 34 which forms the first shaft component 5a, formed differently.
- the connecting shaft 34 again forms the respective first clutch component 25a, 25b of the first friction clutch 2 and of the second friction clutch 3, it now has two sleeve-shaped support regions 29 which are spaced apart in the radial direction.
- the two first friction elements 27b of the second friction clutch 3 are rotatably and axially slidably received relative to each other.
- the first friction elements 27a of the first friction clutch 2 are held in a rotationally fixed manner and axially displaceable relative to one another.
- the connecting shaft 34 thus does not extend centrally, as in the first exemplary embodiment, through the actuating system, but from a connection point with the dual mass flywheel 36 in a radially outward direction, overlapping the friction elements 27b, 28b of the second friction clutch 3 the radially outer support portion 29, ie the point of attachment of the friction elements 27b, 28b of the second friction clutch 3, the connecting shaft 34 extends on an axial side of the friction elements 27b, 28b facing away from the dual mass flywheel 36 in the radial direction inwards to the radially inner support portion 29 associated with the first friction clutch 2. Furthermore, in this embodiment, the connecting shaft 34 is supported / supported directly via the support bearing 42. The radial support of the connecting shaft 34 relative to the second gear shaft 24b. The (second) pressure drop 37b of the second friction clutch 3 protrudes through a plurality of circumferentially spaced through holes in the connecting shaft 34 therethrough, to act in turn adjusting the friction elements 27b, 28b.
- the first friction clutch 2 and the second friction clutch 3 with their friction elements 27a, 28a; 27b, 28b arranged.
- the second friction clutch 3 is arranged with its friction elements 27b, 28b radially outside the friction elements 27a, 28a of the first friction clutch 2.
- the two friction clutches 2, 3 are arranged in the first subspace 9a nested in the radial direction with each other.
- the friction elements 27a, 28a of the first friction clutch 2 overlap in the axial direction with the friction elements 27b, 28b of the second friction clutch 3.
- the second brake device 7 is also now arranged axially between the first friction clutch 2 and the brake elements 18a, 18b of the second brake device 7.
- the first brake device 6 is integrated (completely) together with the second brake device 7 in the second subspace 9b.
- the first brake device 6 is arranged with its brake elements 15a, 15b in the axial direction next to the brake elements 18a, 18b of the second brake device 7.
- the first and the second brake device 6, 7 7 arranged in the axial direction nested in the second compartment 9b.
- the first brake device 6 is arranged with its brake elements 15a, 15b in the axial direction to one of the first friction clutch 2 facing side of the friction elements 18a, 18b of the second brake device 7.
- the number of brake elements 15a, 15b of the first brake device 6 is not limited to the embodiment illustrated in FIG. In Fig. 2, three first brake elements 15a, the now at a further single (fourth) Reibommeitati 32d rotationally fixed and used are axially displaceable relative to each other used.
- a total of four second brake elements 15b are fixed to the housing and received axially displaceable relative to each other.
- One of the second brake elements 15b in turn forms the pressure plate 30c and another second brake element 15b, the pressure plate 31 c.
- the individual torque transmission devices in the form of the first and second friction clutches 2, 3 and the first and second brake devices 6, 7 are all actuatable by means of a common actuating system 12.
- This actuating system 12 is in turn designed as a hydraulic slave cylinder (CSC), namely as a quad-slave cylinder, constructed and functioning as far as possible according to the first actuating system 12 of the first embodiment.
- the cylinder portion 41 of the actuating system 12 receives all four actuators 14a to 14d slidably, or forms with each of the four actuators 14a to 14d one of the pressure chambers 40a to 40d.
- the actuating system 12 is designed and arranged such that it is arranged with its cylinder portion 41 partially radially within the brake elements 15a, 15b of the first brake device 6 and this partially covered in the axial direction.
- the first actuator 14a and the fourth actuator 14d now protrude to the common first end face 47 (to the axially of the first friction clutch 2 side facing away) of the actuator housing 1 1 a from the actuator housing 1 1 a addition.
- the first actuator 14a is disposed radially inside the fourth actuator 14d.
- To one of the first end face 47 opposite the second end face 48 of the actuator housing 1 1 a protrude the two other actuators in the form of the second actuator 14b and the third actuator 14c from the actuator housing 1 1 a addition.
- the second actuator 14b is disposed radially inside the third actuator 14c.
- the second actuator 14b and the third actuator 14c are also arranged axially adjacent to the first actuator 14a and the fourth actuator 14d.
- the actuation system 12 is configured to operate in two opposite axial directions.
- the connection section 16 of the actuation system 12 is arranged in the axial direction between the two friction clutches 2, 3 and the first brake device 6 and extends outward from the cylinder region 41 in the radial direction and out of the housing 45.
- this connecting portion 16 is formed as a supply line 49.
- the supply line 49 is connected to the actuator housing 1 1 a, ie the supply line 49 is an integral part of the actuator housing 1 1 a.
- the supply line 49 connects to the cylinder region 41 from a radial outer side.
- the supply line 49 is an integral part of the actuator housing 1 1 a.
- connection lines / connection channels introduced as connection bores 50 are introduced in this exemplary embodiment, of which only one of the connection lines is shown here for the sake of clarity.
- the respective connecting line connects the supply line 49 with the respective pressure chamber 40a to 40d.
- the respective connecting line extends not only straight / exclusively in the radial direction, but extends obliquely to the radial direction and to the axial direction of the clutch and brake system. 1
- the first actuator 14a and the fourth actuator 14d protrude on a friction clutches 2, 3 axially facing away from the cylinder portion 41 addition.
- the two second and third actuators 14b and 14c project on one of the friction elements 27a, 28a; 27b, 28b of the friction clutches 2, 3 facing axial side of the cylinder portion 41 also.
- the actuation system 12 is configured to operate in opposite axial directions to adjust the corresponding torque transmitting devices.
- the two second and third actuators 14b and 14c are each coupled by means of the actuating bearing 38 to the pressure pot 37a, 37b of the friction clutch 2, 3 non-displaceable.
- the two actuating bearings 38 of the two second and third actuators 14b and 14c are nested radially.
- the two first and fourth actuators 14a, 14d are non-displaceably coupled via the pressure pots 21, 43 with the braking devices 6, 7.
- the pressure pot 43 of the second brake device 7 extends in the axial direction and in the radial direction outside of the first brake device 6 around up to its pressure plate 31 d out.
- the first friction clutch 2 with its friction elements 27a, 28a disposed radially within the friction elements 27b, 28b of the second friction clutch 3.
- the first brake device 6 with its brake elements 15a, 15b is also arranged axially next to the brake elements 18a, 18b of the second brake device 7.
- the actuation system 12 is arranged mainly in the second subspace 9b, but projects with its actuators 14b, 14d and the actuation bearings 38 coupled thereto in the axial direction into the first subspace 9a.
- the actuation system 12 is arranged in this embodiment in both subspaces 9a, 9b.
- a clutch and brake system 1 is implemented with which two clutches (friction clutches 2, 3) and two brakes (brake devices 6, 7) are arranged between a drive motor (for example internal combustion engine) and a transmission 23. All four torque transmitting devices 2, 3, 6, 7 are independently operable.
- the available rotational space has an L-shaped cross section, to which the unit (clutch and brake system 1) with the two clutches 2, 3, the two brakes 6, 7 and the (four part) actuating systems (first and second Actuating system 12, 13 adapts.
- the unit 1 is connected via a drive shaft 22 to a drive motor and connected to the transmission 23 via three concentrically arranged shafts (transmission shafts 24a, 24b, 24c). In addition, the unit 1 can transmit torque into its housing 45, which is connected to the drive motor housing and / or the gear housing 44.
- the unit 1 has a first clutch (K1, second friction clutch 3), by means of which the drive shaft 22 can be connected to the transmission shaft (first transmission shaft 24a) for torque transmission, which is located in the center of the three concentrically arranged transmission shafts 24a, 24b, 24c and thus forms the inner of the three transmission input shafts 24a, 24b, 24c.
- the unit 1 has a second clutch 3 (K2, first friction clutch 2), via which the drive shaft 22 for the purpose of torque transmission with the gear shaft (second gear shaft 24b) formed as a hollow shaft can be connected, which forms the middle of the three concentrically arranged gear shafts 24a, 24b, 24c.
- the unit 1 also has a first brake (B1, first brake device 6) which can decelerate and / or hold the middle (24b) of the three concentrically arranged transmission shafts 24a, 24b, 24c against the stationary housing 45.
- the unit 1 has a second brake (B2;
- second brake device 7 that can decelerate and / or hold the outer (third gear shaft 24c) of the three concentrically arranged gear shafts 24a, 24b, 24c against the fixed housing 45.
- FIG. 1 shows an assembly 1, in which the B1 and the K2 are arranged radially nested in the radially extending region of the L-shaped rotational installation space.
- ZMS dual-mass flywheel
- first actuation system 12 here referred to as a "concentric slave cylinder” (CSC) with three pressure chambers 40a arranged radially one above the other. 40b, 40c.
- the actuating system 12 is accommodated radially inside the K2 and its connection (eg supply line, support) lies axially between the two clutches 2, 3 and the DMF 36.
- the actuating system 12 can communicate with it via a bearing 42
- the K1 and the B2 are arranged axially nested in the axially extending portion of the L-shaped space.
- the B2 has its own actuating system (second actuating system 13), here referred to as a CSC with a Pressure chamber 40d is executed and is located axially between the K1 and the B2.
- the B1 is arranged radially outermost and the K2 radially inside the B1.
- Both of the torque transmitting devices 2, 6 are connected to a shared link (e.g., disc carrier / first friction member carrier 32a) that is partially radially between the two torque transmitting devices 2, 6 and extends from there to the middle gear shaft 24b.
- a shared link e.g., disc carrier / first friction member carrier 32a
- the torque of the drive motor is from the drive shaft 22 (eg, a crankshaft) on the DMF 36 and from there via the intermediate shaft 34, the axially adjacent the transmission input shafts 24a, 24b, 24c and radially disposed within the actuating system 12, transmitted to the K2 and K1.
- the torque from the radially large-scale DMZ 36 is directed to the radially small-built intermediate shaft 34, the torque can be transmitted through the fixed actuating system 12 to a coupling carrier (support portion 29 with web portion 39), which, starting from the intermediate shaft 34 again radially extends to the outside and the clutches 2, 3 is supported.
- the K1 is arranged radially inferior constitution next to the actuating system 12.
- the pressure plate (second pressure plate 31 b) of the K1 is partially replaced by the
- Coupling support 29, 39 protruding pressure pot K1 (second pressure pot 37b) is actuated, which connects the actuating bearing 38 of the K1 associated actuating system 12 with the pressure plate 31 b.
- the counter-plate (second counter-plate 30b) of the K1 is connected to the coupling carrier 29, 39.
- the coupling carrier 29, 39 engages radially beyond the K1. Due to the bearing of the actuating system 12 and the intermediate shaft 34 to each other results for the K1 a closed power flow.
- the disks or disks (friction elements 27b, 28b) of the K1 are axially movably connected to the inner transmission input shaft 24a, for example by a disk carrier (second friction element carrier 32b).
- the K2 is arranged radially outside of the actuation system 12.
- the pressure plate (first pressure plate 31 a) of the K2 is actuated by a clutch carrier 29, 39 reaching around the pressure pot K2 (first pressure pot 37a) which connects the actuating bearing 38 of the K2 associated actuating system 12 with the pressure plate 31 a.
- the counter-plate (first counter-plate 30a) of the K2 is connected to the coupling carrier 29, 39. Due to the bearing of the actuating system 12 and the intermediate shaft 34 to each other results for the K2 a closed power flow.
- the disks or disks (friction elements 27a, 28a) of the K2 are axially movably connected to the central transmission input shaft 24b to the outside via a disk carrier (first friction element carrier 32a) which grips the clutch carrier 29, 39 on the transmission side.
- This also carries the slats (first and second brake elements 15a, 15b) of B1, which, however, are connected inwardly with the plate carrier 32a.
- the Press plate (third pressure plate 31 c) of the B1 is actuated by a tangentially with the supply line (supply line 49) of the actuating system 12 nested pressure pot B1 (pressure pot 21).
- the actuating system 12 in this case presses directly on the pressure pot 21 of the B1.
- the counterplate (third counterplate 30c) of B1 is connected to the gearbox 44, for example.
- the B2 is arranged radiallygru constitutiond next to the K1.
- the pressure plate (fourth pressure plate 31 d) of the B2 is connected to a pressure pot B2 (pressure pot 43), which in turn by an actuating system (second actuating system 13) operated with its own supply line (supply line 49).
- the counterplate (fourth counterplate 30d) of B2 is connected to the gearbox housing 44, for example.
- the disks or disks (brake elements 18a, 18b) of B2 are axially movably connected to the outer transmission input shaft 24c, for example by a disk carrier (third friction element carrier 32c).
- the B1 and the K2 are radially nested, both of which use a momentum transfer (common) disc carrier 32a between the K1 and the B2 on the central transmission input shaft 24b attacks.
- the K1 and the B2 are arranged axially next to each other.
- Another aspect relates to the arrangement of the actuation systems 12, 13.
- the actuation system of B1, K2 and K1 (first actuation system 12) is located radially inside the K2.
- the B2 is actuated by its own actuating system 13, which is arranged axially between the K1 and the B2.
- a further aspect describes the space-saving nesting of pressure pot B1 (pressure pot 21) and the connection of the actuating system 12, which operates B1, K2 and K1. Since both the actuation system 12 and the B1 are firmly connected to, for example, the transmission bell (transmission housing 44) and do not experience any relative movement in the circumferential direction relative to one another, the nesting can take place.
- a further aspect relates to a CSC in which at least three pistons (first actuator 14a, second actuator 14b and third actuator 14c) are arranged in a CSC assembly or a CSC housing 44 and act in the same direction.
- Another aspect relates to the connection of at least two disks or disks (friction elements and / or brake elements) on a connecting element (here the brake elements 15a, 15b and friction elements 27a, 28a on the first friction element carrier 32a), wherein the discs or slats 15a, 15b; 27a, 28a are connected both from inside and from the outside to the connecting element 32a and may belong to different torque transmitting devices.
- 2 shows an assembly 1 in which the K1 and the K2 are arranged radially nested in the radially extending region (first subspace 9a) of the L-shaped rotational assembly space 8.
- a ZMS 36 is located in the radially extending region 9a of the L-shaped rotational assembly space 8.
- the B1 and the B2 are arranged axially nested in the axially extending region (second subspace 9b) of the L-shaped construction space 8.
- an actuating system 12 here as (multiple) CSC with two radially superimposed pressure chambers (second pressure chamber 40b and third pressure chamber 40c) for the clutches 2, 3, wherein these are actuated in the direction of the motor / drive motor and axially next to two radially superimposed pressure chambers (first pressure chamber 40a and fourth pressure chamber 40d) for the brakes 6, 7, wherein these are actuated in the direction of transmission 23 is executed.
- the K1 is located radially outermost and the K2 radially inside the K1.
- the torque of the drive motor is transmitted from the drive shaft 22 (eg a crankshaft) to a DMF 36 and from there via a connecting element (eg a drive ring) on a coupling carrier (connecting shaft 34), both with the counter-plate 30 b of K1, as well the counter plate 30a of the K2 is connected.
- the connecting element extends from the ZMS toothing radially outwards to the counter plate 30b of the K1.
- the clutch carrier 34 engages around the K1 and then goes radially inwardly to the counter plate 30a of the K2.
- the pressure plate 31b of the K1 is actuated by a pressure pot 37b of the K1 projecting partially through the coupling support 34, which connects the actuating bearing 38 of the actuating system 12 assigned to the K1 to the pressure plate 31b.
- the counter plate 30b of the K1 is connected to the clutch carrier 34.
- Washers or disks 27b, 28b of the K1 are axially movably connected to the inner transmission input shaft 24a, for example by a disk carrier (second friction element carrier 32b). This is between the connecting element to the ZMS 36 and the clutch carrier 34 nested and has a large radial extent due to the large diameter of the K1.
- the K2 is arranged radially inside the K1.
- the pressure plate 31a of the K2 is actuated by a pressure pot 37a which connects the actuating bearing 38 of the actuating system 12 associated with the K2 to the pressure plate 31a.
- the counter-plate 30a of the K2 is connected to the clutch carrier 34 and mounted on a support bearing 42 on the central transmission input shaft 24b.
- the disks or disks 27a, 28a of the K2 are connected in an axially movable manner via a disk carrier (first friction element carrier 32a) to the central transmission input shaft 24b.
- the B1 is arranged radially outside of the responsible for the brakes 6, 7 part of the actuating system 12 and axially adjacent to the connection.
- the pressure plate 31c of the B1 is actuated by a pressure pot 21 (B1) tangentially tangent to the pressure pot 43 of the B2.
- the actuating system 12 in this case presses directly on the pressure pot 21 of the B1.
- the back plate 30c of B1 is connected to the transmission case 44, for example.
- the disks or disks 15a, 15b of B1 are connected to the central transmission input shaft 24b in an axially movable manner via a disk carrier (fourth friction element carrier 32d).
- the B2 is arranged radially gar constitutiond next to the B1.
- the pressure plate 31 d of the B2 is nested by a tangential to the connection of the actuating system 12 and the pressure pot 21 of the B1
- Pressure pot 43 (the B2) operated.
- the back plate 30d of B2 is connected to the transmission case 44, for example.
- the discs or louvers 18a, 18b of B2 are connected to the outer transmission input shaft 24c, for example by a plate carrier (third friction element carrier 32c).
- one aspect describes the arrangement of the torque transmitting devices 2, 3, 6, 7.
- the K1 and the K2 are nested radially, wherein both are interconnected via a coupling carrier 34.
- the B1 and the B2 are arranged axially next to each other.
- Another aspect describes the arrangement of the actuation system 12.
- the actuation system 12 is located axially between the clutches 2, 3 and the brakes 6, 7 and partially immersed radially under the K1 / K2 and / or the B1.
- the actuation system 12 actuates both the two clutches 2, 3, as well as the two brakes 6, 7.
- Another aspect describes in implementation the actuating system 12 as a CSC a possible supply to all four pressure chambers 40a to 40d by oblique radial bores (connecting hole 50).
- Another aspect describes a CSC in which at least two pistons 40a, 40d; 40b, 40c are actuated in axially opposite directions. In this case, the one piston exert a force in an axial direction and the other piston exert a force in the other axial direction. In addition, more pistons can be arranged radially nested.
- Another aspect describes a CSC in which four pistons 40a, 40b, 40c, 40d are arranged in a CSC package or CSC housing 44 and each act in the same direction.
- All described torque transmitting devices 2, 3, 6, 7 have at least one disc or lamella. All torque transmission devices 2, 3, 6, 7 can be designed as a multi-plate clutch, multi-disc brake, multi-plate clutches or as multi-disc brake with more than two friction surfaces.
- the counter plates 30c, 30d of the brakes 6, 7 are connected to either the transmission housing 44 or the actuating system 12, so that a closed power flow is produced.
- the described actuation systems 12, 13 may be of any type (e.g., mechanical, hydraulic, pneumatic, electromechanical, etc.). The described actuation systems 12, 13 can act both in the direction of the motor / drive motor and in the direction of the transmission 23. Both the described coupling carrier 29, 39, and the intermediate shaft 34 may consist of one or more parts.
- a hydraulic actuating system 12 in the form of an engagement system with concentrically arranged and radially nested pistons (actuators 14a to 14d), the number of which is 3 or higher, is formed.
- This arrangement provides an axially very space-saving way more than two torque transmitting devices 2, 3, 6, 7, in this particular case clutches 2, 3 and brakes 6, 7, to operate.
- the engagement bearing actuating bearing 38
- FIG. 1 An embodiment of such a hydraulic engagement system 12 with three pistons 14a, 14b, 14c is shown in FIG.
- a CSC first actuation system 12
- a CSC first actuation system 12
- a hydraulic engagement system is implemented with concentrically arranged pistons 14a to 14d, the direction of actuation of which is opposite.
- the pistons 14a to 14d can be nested both radially and axially.
- the difficulty arises to ensure the supply to the internal pressure chambers 40a, 40b.
- the engagement system 12 it is possible to arrange the engagement system 12 between at least two torque transmission elements 2, 3, 6, 7 and to actuate them oppositely, which offers a space advantage.
- Another aspect describes a CSC 12 in which at least two pistons 14a-14d are actuated in axially opposite directions. In this case, one piston 14a to 14d exert a force in an axial direction and the other piston 14a to 14d exert a force in the other axial direction.
- further pistons 14a to 14d may be arranged radially nested.
- FIG. 2 Another aspect describes a CSC 12 in which four pistons 14a to 14d are arranged in a CSC package or a CSC package 11a, and two act in the same direction, respectively.
- the described actuating systems 12, 13 can act both in the direction of the engine and in the direction of the transmission.
- An exemplary embodiment for axially nested and oppositely acting pistons 14a to 14d with an indicated oblique radial feed tion 50 is shown in Fig. 2 again.
- a further aspect, when implementing the actuation system 12 as a CSC is a possible feed to all four pressure chambers 40a to 40d through oblique radial conduits / (fluid) feeders / bores 50.
- the actuator assembly 10 is used in a hybrid module, wherein the representation of such a hybrid module is omitted for clarity.
- the hybrid module forms a coupling system which has at least two, preferably three, couplings.
- the actuator assembly 10 is adapted for use in a dry or wet multiple clutch, such as a triple clutch.
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- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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DE112017006169.5T DE112017006169A5 (de) | 2016-12-07 | 2017-10-19 | Betätigungsanordnung mit vier Stellorganen, Kupplungs- und Bremssystem, Hybridmodul sowie Antriebsstrang |
CN201780075687.7A CN110049890B (zh) | 2016-12-07 | 2017-10-19 | 具有四个调整机构的操作组件,离合和制动系统、混合动力模块以及驱动系 |
KR1020197016369A KR102420311B1 (ko) | 2016-12-07 | 2017-10-19 | 4개의 작동 부재를 포함한 작동 장치, 클러치 및 브레이크 시스템, 하이브리드 모듈, 그리고 구동 트레인 |
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DE102016123672.1 | 2016-12-07 | ||
DE102016123672 | 2016-12-07 |
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KR (1) | KR102420311B1 (de) |
CN (1) | CN110049890B (de) |
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DE102019117109A1 (de) * | 2019-06-25 | 2020-12-31 | Fte Automotive Gmbh | Betätigungsmodul zur Betätigung von Drehmomentübertragungseinrichtungen eines Fahrzeuggetriebes |
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- 2017-10-19 KR KR1020197016369A patent/KR102420311B1/ko active IP Right Grant
- 2017-10-19 WO PCT/DE2017/100904 patent/WO2018103776A1/de active Application Filing
- 2017-10-19 DE DE112017006169.5T patent/DE112017006169A5/de active Pending
- 2017-10-19 CN CN201780075687.7A patent/CN110049890B/zh active Active
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KR102420311B1 (ko) | 2022-07-13 |
DE112017006169A5 (de) | 2019-08-22 |
CN110049890A (zh) | 2019-07-23 |
KR20190092425A (ko) | 2019-08-07 |
CN110049890B (zh) | 2022-05-31 |
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