WO2018103778A1

WO2018103778A1 - Clutch and brake system having a friction element carrier receiving a friction element and a brake element; and drive train

Info

Publication number: WO2018103778A1
Application number: PCT/DE2017/100906
Authority: WO
Inventors: Alexander KONSTANTINOV; Jerome Malitourne; Dirk Reimnitz; Thomas Hurle; Karl-Ludwig Kimmig
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2016-12-07
Filing date: 2017-10-19
Publication date: 2018-06-14

Abstract

The invention relates to a clutch and brake system (1) for a drive train (20) of a motor vehicle, having at least one friction clutch (2, 3), which is designed to couple two shaft components (5a, 5b, 5c), which are rotatably mounted about an axis of rotation (4), at least one brake device (6, 7) and an actuating system (8) for actuating the at least one brake device (6), wherein the at least one friction clutch (2, 3) has a friction element carrier (9) having a friction element (10), which is received in a rotationally fixed manner, wherein a brake element (11) of the at least one brake device (6) is additionally received on the friction element carrier (9) in a rotationally fixed manner. The invention further relates to a drive train (20) for a motor vehicle having said clutch and brake system (1).

Description

Clutch and brake system with a friction element carrier receiving a friction element and a brake element; 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 at least one friction clutch, which is designed for coupling two shaft components rotatably mounted about an axis of rotation, at least one braking device (the preferably operatively connected to one of the shaft components or operatively) and an actuating system for actuating the at least one braking device, wherein the at least one friction clutch having a friction element carrier with a rotatably received friction element. In addition, the invention relates to a drive train for a motor vehicle, with this clutch and brake system. In principle, different designs are already known from the prior art, which use at least one braking device and a friction clutch in a system. In this regard, for example, DE 10 2014 204 009 A1 discloses a multi-speed planetary gear system as a component of a drive train of a motor vehicle.

However, known clutch and brake systems often have the disadvantage that they are designed relatively large construction. In particular, by the usually axially or radially spaced arrangement of the friction clutch relative to the braking device of the required space is even larger. As a result, these systems can only be used to a relatively limited extent in existing drive trains.

It is therefore an object of the present invention to overcome the known from the prior art disadvantages and in particular to implement a particularly space-saving designed clutch and brake system.

This is inventively achieved in that on the friction element carrier in addition a brake element of the at least one braking device is rotatably received. By arranging the brake element next to the friction element on the same support member in the form of the Reibelementeträgers the braking device and the friction clutch are moved as close to each other. Thus, space is saved significantly, especially in the radial direction. The clutch and brake system can therefore be integrated into existing drive trains in significantly more applications.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

Accordingly, it is also advantageous if the friction element and / or the brake element is slidably received in the axial direction relative to the friction element carrier / is.

If the friction element carrier has a sleeve section extending in an axial direction with respect to the axis of rotation, with the friction element and the brake element being held against rotation on this sleeve section, the friction and brake elements can be arranged particularly space-saving relative to one another.

If the brake element with its brake lining is arranged on a side of the sleeve section which faces radially away from a friction lining of the friction element, an arrangement which is particularly compact in the axial direction is made possible. In this context, it is also advantageous if the brake element is arranged with its brake lining radially outside of the sleeve portion and / or the friction element is arranged with its friction lining radially inside the sleeve portion. It is also expedient if the friction element carrier has a hub section (preferably equipped with serration) designed for a rotationally fixed connection to a transmission shaft, wherein the hub section is offset / spaced from the friction element and / or the brake element in the axial direction is arranged. As a result, a particularly clever radial nesting of the friction element with the brake element is made possible.

If, in addition, the actuating system is arranged radially within the friction element and the brake element, the required installation space is further optimized.

It is expedient in this case, in particular, if the actuation system is matched to the at least one brake device in such a form that the actuation system and the at least one brake device at least partially overlap / overlap in an axial direction and / or in a radial direction with respect to the axis of rotation / extend into each other, ie are nested in the axial direction and / or in the radial direction.

Furthermore, it is advantageous if the actuation system has an actuator or a plurality of actuators which is / are arranged radially inside the brake element of the at least one brake device. As a result, a particularly compact radial nesting of the actuating system with the at least one braking device is realized. When the actuating system is a multi-slave cylinder, preferably a

Triple or quadruple slave cylinder is formed, can be realized with the same actuation system actuation of the various components of the clutch and brake system. The structure is thereby further simplified. Moreover, it is advantageous if the actuation system is designed and used in addition to the actuation of the at least one friction clutch. This further simplifies the construction and saves installation space.

Are even more (preferably axially displaceable relative to each other) friction elements of the at least one friction clutch on the Reibelementeträger added, the friction clutch is sufficiently strong interpretable. In this regard, it is therefore also advantageous if a plurality of (preferably axially displaceable relative to each other) brake elements of the at least one braking device are accommodated on the friction element carrier. Particularly preferably, the at least one friction clutch and / or the at least one braking device is / are designed to run dry. More preferably, the at least one friction clutch and / or the at least one brake device is / are designed to be wet-running. Also, at least one friction clutch and / or the at least one brake device are / is designed in a lamellar construction. Therefore, the at least one friction element of the at least one friction clutch is designed as a friction disk and / or the at least one brake element of the at least one brake device is designed as a brake / friction disk.

If two friction clutches, which are each designed to couple two shaft components which are rotatably mounted about the rotation axis, are provided, a double clutch is particularly well designed. It is also advantageous if two brake devices are present, which each interact with one of the shaft components.

In this context, it is particularly advantageous if the actuation system for actuating a first brake device, a first friction clutch and a second friction clutch and / or (additionally or alternatively to the actuation of the second friction clutch) of a second brake device is designed / implemented. For this purpose, in the actuating system preferably at least a first actuator for actuating the first brake device, a second actuator for actuating the first friction clutch and a third actuator for actuating the second friction clutch and / or (additionally or alternatively to the third actuator), a fourth actuator for actuating the second brake device included. As a result, several previously single actuation systems are combined in one, so that the structure is further simplified. With regard to the at least one friction clutch, it is also expedient if it is arranged at the axial height of the at least one braking device and is thus arranged with its friction elements in the axial direction at least partially at the height of the at least one braking device, preferably its braking elements.

It is particularly expedient if the clutch and brake system is implemented as an aggregate, which in longitudinal section considered an L-shaped or T-shaped space (L-shaped when viewing one of the two longitudinal section halves, T-shaped when viewing both longitudinal section halves) having. As a result, a mold is realized, which is particularly easy to integrate into existing drive trains.

Furthermore, 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 previously described embodiments. 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.

In other words, the invention thus relates to a clever arrangement of disks (friction elements) of a clutch (friction clutch) and disks (brake elements) of a brake (brake device) on a (common) connection element (friction element carrier). Thus, a combination of a friction clutch is implemented with a brake, in particular both components are implemented dry and lamellar construction. In addition, these two components (friction clutch and braking device) are radially interleaved, in particular radially with an actuating system, which is preferably designed as a CSC (Concentric Slave Cylinder / concentric slave cylinder), nested for the actuation of both units / components. Coupling and brake are coupled with a common disk carrier (friction element carrier) with the transmission input shaft ((second) transmission shaft). A hub (hub portion), or a toothing with transmission input shaft is axially offset from the brake and clutch arranged. A combination with a second clutch (second friction clutch) and a second brake (second Braking device) is possible. Also, the general connection pnnzip for wet clutches / brakes in the automatic transmission is usable.

The invention will now be explained in more detail below with reference to figures according to preferred embodiments.

1 shows a schematic longitudinal sectional illustration of a clutch and brake system according to the invention, in which the arrangement and the embodiment of two brake devices, two friction clutches and two actuation systems of the clutch and brake system actuating these components are illustrated. and brake system according to a further, second embodiment, friction element used, wherein in comparison to the first embodiment of Figure 1 substantially only a brake element of the first brake device is mounted on the friction element carrier.

3 shows a longitudinal section of a friction element carrier used in a clutch and brake system according to a further, third exemplary embodiment, wherein the brake element and one of the friction elements are mounted somewhat differently on the friction element carrier in comparison to the second embodiment, a longitudinal sectional illustration of the friction element carrier according to FIG the selected sectional plane is rotated about the central axis of rotation relative to the sectional plane converted in FIG. 3,

Fig. 5 is a perspective view of the as in Fig. 3 in the longitudinal direction cut friction element carrier of the third embodiment, and 6 is a perspective view of the friction element carrier of the third exemplary embodiment cut in the longitudinal direction as in FIG. 4. The figures are merely schematic in nature and are for the sole purpose of understanding the invention. The same elements are provided with the same reference numerals. Also, the various features of the different embodiments are freely combinable. In 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 is used, 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 to one of two transmission shafts 24a and 24b of a transmission 23. The transmission 23 is in this embodiment designed as an automatic transmission / automatic transmission.

The two friction clutches 2, 3 together form a double clutch. In addition to 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 total of three transmission shafts 24a to 24c of the transmission 23 relative to a housing-fixed component, such as a transmission housing 45 of the transmission 23 and ., A housing 13 of the clutch and brake system. 1 In addition or as an alternative to the attachment to the transmission housing 45, the housing 13 can in principle also be connected to a housing of the drive motor (not shown here for the sake of clarity) or formed directly by this housing of the drive motor. In the present embodiment, the housing 13 is connected to the transmission housing 45 shown schematically, or at least partially formed by this with. Theoretically, not only the friction clutches 2, 3, but also the braking devices 6, 7 are to be regarded as torque transmission devices, since the respective brake device 6, 7 during their actuation (in the braking process according to the principle "actio equal reaction") also a torque of the correspondingly braked transmission shaft 24a, 24c into which the housing 13 initiates the clutch and brake system 1 is formed as a clutch and brake assembly, which forms an assembly unit and is thereby compactly mounted in the drive train 20.

The first friction clutch 2 is formed as a multi-plate clutch, here in the form of a friction plate clutch. For completeness, it should be noted that, even if the first friction clutch 2 is designed as a multi-plate clutch, this is formed in other embodiments as a single-plate clutch. The first friction clutch 2 accordingly has a first clutch component 25a, which furthermore has a plurality of (first) friction elements 27 of the first friction clutch 2. The first friction elements 27 are displaceable in the axial direction relative to one another with respect to a rotational axis 4 of the first friction clutch 2 (corresponding to a rotational axis 4 of the second friction clutch 3 and to a rotational axis 4 of the transmission shafts 24a, 24b, 24c). The first coupling component 25a also has a first friction elements 27 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 for the first friction elements 27 as an inner support. Accordingly, the first friction elements 27 extend in the radial direction to the outside of the support portion 29 away. Axially between each two successive first friction elements 27, a second friction element 10 of a second clutch component 26a of the first friction clutch 2 is arranged. A first friction element 27, which directly forms a (first) counterplate 30a of the first friction clutch 2, is mounted both rotatably and non-displaceably (firmly 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. The first pressure plate 31 a forms a counter-plate 30 a opposite axial end of the assembly of first and second friction elements 27, 10 from. The second clutch constituent 26a of the first friction clutch 2 furthermore has a (first) friction element carrier 9, which accommodates the second friction elements 10 so as to be axially displaceable and non-rotatable. The first friction element carrier 9 is rotatably connected (via a plug toothing) to a (second) gear shaft 24b of the transmission 23 during operation. The first friction element carrier 9 is used for the second friction elements 10 as outer carrier. Accordingly, the first friction element carrier 9 has a sleeve section 12, from which the second friction elements 10 extend inward in the radial direction.

The first friction elements 27 and the second friction elements 10 are each formed as (friction) lamellae. Consequently, the first friction element carrier 9 is a plate carrier. From the sleeve section 12, the first friction element carrier 9 extends both in the axial direction from the second friction elements 10 / the first friction elements 27 on the transmission side, as well as in the radial direction inwardly toward the second transmission shaft 24b. The friction element carrier 9 has, on the part of the second transmission shaft 24b, an axially extending hub portion 49, which is rotatably connected to the second transmission shaft 24b. The hub portion 49 has for this purpose on its radially inner side a serration, which engages in a counter-toothing on the second gear shaft 24b. The hub portion 49 is spaced apart in the axial direction from the sleeve portion 12 and thus also to the second friction elements 10 and the first brake elements 1 1.

Furthermore, the support portion 29 in this embodiment is rotationally fixed part of a connecting shaft 34. The support portion 29 is even fabriceinteilig executed with the connecting shaft 34, but in other embodiments, also in one piece and rotatably connected to this connecting shaft 34. 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. As seen in the axial direction, the connecting shaft 34 projects through a central through-hole 35 of an actuating system 8 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 according to other embodiments may also be formed detached from the clutch and brake system 1. 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 actuating system 8.

In addition to the first friction clutch 2, a second friction clutch 3 is provided. This second friction clutch 3 corresponds in its basic structure of the first friction clutch 2. The second friction clutch 3 is thus also designed as a multi-plate clutch, namely Reiblamellenkupplung executed, but can also be designed as a single-disc clutch according to further embodiments.

The second friction clutch 3 has a first clutch component 25b and a second clutch component 26b which can be coupled thereto. The first clutch component 25b furthermore has a plurality of first friction elements 28a, which are displaceable in the axial direction relative to one another. Also, the support portion 29 is in turn part of the first coupling component 25b of the second friction clutch 3. The first friction elements 28a 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 28a as outer carrier / outer plate carrier. Accordingly, the first friction elements 28a 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 a plurality of second friction elements 28b, a (second) friction element carrier 32 which rotatably receives the second friction elements 28b and receives them axially displaceable relative to each other. The friction element carrier 32 is implemented as an inner carrier / inner plate carrier. The second friction element carrier 32 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 28a is in turn designed as a (second) counterplate 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 28a 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 28 a, 28 b opposite the second counter plate 30 b.

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 28a 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 27, 28a in the corresponding first clutch component 25a, 25b available. In the corresponding second coupling component 26a, 26b, two second friction elements 10, 28b are provided per friction clutch 2, 3.

The second friction clutch 3 is arranged with its friction elements 28a, 28b axially offset from the first friction clutch 2. The two friction clutches 2 and 3 can be actuated by means of a common (first) actuating system 8. The first actuating system 8 is fixed to the housing, ie non-rotatably connected to the housing 13 of the clutch and brake system 1, connected / arranged. The first actuating system 8 has for actuating the first friction clutch 2 a (second) actuator 14b. 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 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.

To actuate the second friction clutch 3, a further (third) actuator 14c is formed in the first actuating system 8. This third actuator 14c has an actuating / displacing / adjusting action on a (second) pressure pot 37b of the second friction clutch 3. 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. Also, the second pressure pot 37 b is in turn connected to the (second) pressure plate 31 b of the second friction clutch 3 against displacement.

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.

In addition to the two friction clutches 2, 3, two brake devices 6, 7 are provided in the clutch and brake system 1. In this context, it should be noted that in other embodiments, only one of the two friction clutches 2, 3 and one of the two braking devices 6, 7 is present, but always at least three of these components 2, 3, 6, 7 in the clutch - And braking system 1 are provided.

The first brake device 6 has a plurality of axially displaceable relative to each other slidably disposed brake elements 1 1, 15, the brake pads 48 form or have. The brake elements 1 1, 15 are thus also designed as friction elements. In particular, the brake elements 1 1, 15 are also designed as (friction) disks. Several first brake elements 1 1 of the first brake device 6 are rotationally fixed according to an embodiment of the invention, but axially displaceable to each other on the first friction element carrier 9 with added / attached. The first Bremsele- elements 1 1 are arranged with their brake pads 48 on a radial outer side of the sleeve portion 12, while the (second) friction elements 10 are arranged with their friction linings 47 on a radially inner side of the sleeve portion 12.

The first brake elements 1 1 alternate with several second brake elements 15 in the axial direction of the axis of rotation 4. The second brake elements 15 are also arranged displaceable relative to each other in the axial direction. One of the second brake elements 15 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 13. The other second brake elements 15 are rotatably connected to the housing 13. A second brake element 15 is implemented as a (third) pressure plate 31 c of the first brake device 6. The third pressure plate 31 c forms a third end opposite to the third plate 30 c axial end of the entirety of the first and second brake elements 1 1, 15 from. Overall, two first brake elements 1 1 and three second brake elements 15 are provided.

Thus, with the first Reibelementeträger 9 a Reibelementeträger implemented that rotatably receives both the second friction elements 10 of the first friction clutch 2 and the first brake elements 1 1 of the first brake device 6. In addition, the second friction elements 10 are at least partially, ie, except for the first pressure plate 30a, slidably received on the friction element carrier 9 in the axial direction. Also, the first brake elements 1 1 are slidably received in the axial direction on the Reibelementeträger 9. The second friction elements 10 and the first brake elements 1 1 are mounted / held on the sleeve portion 12. The third pressure plate 31 c is non-slidably coupled to a pressure pot 21 of the first brake device 6. For actuating the first brake device 6, in turn, the first actuating system 8 is used. The first actuating system 8 has for this purpose a further (first) actuator 14a, which is directly displaced (in the axial direction fixed) is connected to the pressure pot 21, on. The first actuator 14a serves 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 9 / the second transmission shaft 24b (second shaft component 5b) connected to the first friction element carrier 9. The pressure pot 21 is rotatably connected to the actuating system 8 and thus also arranged fixed to the housing.

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 8. The first actuating system 8 is in this embodiment in principle designed as a central slave cylinder (concentric slave cylinder / CSC) in the form of a fluidic, namely hydraulic slave cylinder. In other embodiments, the first actuating system 8, 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 pressure piston, which forms a fluidic pressure chamber / partial pressure chamber 40a to 40c with a housing 44 / actuator housing. As a function of a hydraulic pressure in the corresponding partial pressure chamber 40a to 40c, the actuator 14a, 14b, 14c is disengaged and the corresponding component in the form of the first friction clutch 2, the second friction clutch 3 or the first brake device 6 is actuated.

As can also be clearly seen in FIG. 2, the first actuating system 8 according to the invention is nested with the first braking device 6. The actuation system 8 is nested in particular in the axial direction with the first brake device 6. For this purpose, a connecting portion 16 of the first actuating system 8 projects, wherein the connecting portion 16 extends radially outwardly from a cylinder region 41 of the actuator housing 44 that forms the individual pressure chambers 40a to 40c, into the first braking device 6 in the axial direction. For this purpose, the pressure pot 21 of the first brake device 6 has a recess which defines a free space 19. The connecting portion 16 extends in the radial direction outwardly of the cylinder region 41 in the radial direction such that it projects both axially into the free space 19 and also extends radially through this clearance 19. The connecting portion 16 extends in particular via a radial Outside 50 of the pressure pot 21 (also outer side 50 of the first brake device 6) away outward.

The connecting section 16 is implemented as a supply line 46, in this case as a fluidic / hydraulic supply line 46. The supply line 46 is fixedly attached to the actuator housing 44. Alternatively, the connecting portion 16 may be implemented as a support portion that holds / fixes the operating system 8 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 1 1 and 15 of the first brake device 6. Thus, the three actuators 14a to 14c radially within the brake elements 1 1 and 15 of the first brake device 6 are arranged. Furthermore, the cylinder region 41 protrudes in the axial direction into the first brake device 6, at least partially overlapping the different first and second brake elements 11, 15. Also, the cylinder portion 41 is disposed radially inside the friction members 27, 10 of the first friction clutch 2. In addition, the cylinder region 41 in the axial direction at least partially covers the friction elements 27 and 10 of the first friction clutch 2.

In Fig. 1 is also seen that in addition to the first brake device 6, a second brake device 7 is realized. In terms of design and mode of operation, this second brake device 7 essentially corresponds to the first brake device 6. The second brake device 7 therefore also has a plurality of first brake elements 18a and a plurality of second brake elements 18b, wherein these brake elements 18a, 18b are designed as brake pads 48 / friction elements or have these.

The (two) first brake elements 18a are displaceable relative to each other by an additional (third) friction element carrier 33 in the axial direction. The first brake elements 18a are also non-rotatably connected to the third Reibelementeträgers 33. The third friction element carrier 33 is provided with a third transmission shaft 24c, which has a four-gear shaft 24c. th shaft component 5d forms, rotatably connected. The (three) second brake elements 18b of the second brake device 7 are rotatably connected to the housing 13 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 non-displaceably coupled to a pressure pot 43 of the second brake device 7.

In this embodiment, the second brake device 7 is actuated by means of a separately formed to the first actuating system 8 second actuating system 17. The second actuating system 17 is also designed as a slave cylinder, namely as a hydraulic slave cylinder. A (fourth) actuator 14 d of the second actuating system 17 acts on the axial displacement position of the pressure pot 43 a adjusting. The second brake device 7 thus serves as a braking device braking the third transmission shaft 24c during operation

The second brake device 7 is arranged with its brake elements 18a, 18b axially offset from the brake element 1 1, 15 of the first brake device 6 and the friction elements 27, 10 of the first friction clutch 2. Furthermore, the second brake device 7 with its brake elements 18a, 18b arranged axially offset from the friction elements 28a, 28b of the second friction clutch 3. In conjunction with FIG. 2, a further second exemplary embodiment is shown, wherein for the sake of clarity, only the first friction element carrier 9 configured according to the invention is illustrated. This second embodiment is, unless otherwise described, formed according to the first embodiment. From Fig. 2 also shows that the number of first brake elements 1 1 side of the first Reibelementeträgers 9 can also be varied. Accordingly, according to this embodiment, it is sufficient to provide only a single first brake element 11. Therefore, only two second brake elements 15 (one each as (third) genplatte 30c and one as (third) pressure plate 31 c) sufficient. Again, it should be noted that the number of second friction elements 10 is variable. The second friction elements 10 are rotationally connected by means of a positive connection (toothing) with the first friction element carrier 9, that they are both axially relative to each other and to the first friction element carrier 9 slidably. The first brake element 1 1 is axially displaceable both to the first friction element carrier 9 and to the second friction elements 10. Also, the first brake element 1 1 is rotatably connected by means of a positive connection (toothing) with the first friction element carrier 9.

In conjunction with Figs. 3 to 6, a further third embodiment is shown, wherein for the sake of clarity, only the inventively designed first friction element carrier 9 is illustrated. This third embodiment is, unless otherwise described, formed according to the second embodiment and thus largely in turn according to the first embodiment.

As in connection with FIGS. 3 and 5, it is clear that now a first brake element 1 1 is rotatably coupled by means of a disc portion 51 with the sleeve portion 12. In addition, one of the two second friction elements 10 is fixed axially fixed to the sleeve portion 12 and another of the two second friction elements 10 received axially displaceably on the sleeve portion 12.

In conjunction with Figs. 4 and 6, the positive connection of the disc portions 51 with the sleeve portion 12 is again closer to recognizable.

In other words, 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 (eg 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) actuation systems (first and second actuation system 8, 17).

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 to its housing 13, which is connected to the drive motor housing and / or the transmission housing 45. The unit 1 has a first clutch (K1, second friction clutch 3), by means of which the drive shaft 22 can be connected for the purpose of torque transmission to the transmission shaft (first transmission shaft 24a) 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. Furthermore, 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 formed as a hollow shaft gear shaft (second transmission shaft 24b) can be connected, which is the middle of the three concentrically arranged transmission shafts 24a, 24b, 24c forms. 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 gear shafts 24a, 24b, 24c against the stationary housing 13. Furthermore, 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 13. 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. In addition, in the radially extending portion of the L-shaped rotational space a two-mass flywheel (ZMS) 36 and an actuating system (first actuating system 8), here as a "concentric slave cylinder" (CSC) with three radially superimposed pressure chambers 40a, 40b, The actuating system 8 is housed radially inside the K2 and its connection (eg supply line, support) is located axially between the two clutches 2, 3 and the DMF 36. The actuating system 8 can via a bearing 42 with an intermediate shaft (Connecting shaft 34) to be connected. The K1 and the B2 are arranged axially nested in the axially extending portion of the L-shaped space. The B2 has its own actuation system (second actuation system 17), here embodied as CSC with a pressure space 40d and 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 connection member (e.g., fin carrier / first friction member carrier 9) located partially radially between the two torque transmitting devices 2, 6 and extending from there to the middle transmission shaft 24b.

The torque of the drive motor is applied to the ZMS 36 from the drive shaft 22 (eg, a crankshaft) and, from there, via the intermediate shaft 34, which is axially adjacent the transmission input shafts 24a, 24b, 24c and radially inside the actuation system 8, to the K2 and K1 transfer. By the torque from the radially large-scale ZMS 36 is directed to the radially small-built intermediate shaft 34, the torque can be transmitted through the fixed actuating system 8 on a coupling support (support portion 29 with web portion 39), starting radially from the intermediate shaft 34 again extends to the outside and the clutches 2, 3 is supported.

The K1 is arranged radially small construction next to the actuation system 8. The pressure plate (second pressure plate 31 b) of the K1 is actuated by a partially protruding through the coupling support 29, 39 pressure pot K1 (second pressure pot 37b), which connects the actuating bearing 38 of the K1 associated actuating system 8 with the pressure plate 31 b. The counter-plate (second counter-plate 30b) of the K1 is connected to the coupling carrier 29, 39. For this purpose, the coupling carrier 29, 39 engages radially beyond the K1. Due to the bearing of the actuating system 8 and the intermediate shaft 34 to each other results for the K1 a closed power flow. The disks or disks (friction elements 28a, 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 32). The K2 is arranged radially outside of the actuation system 8. The pressure plate (first pressure plate 31 a) of the K2 is actuated by a clutch carrier 29, 39 engaging around the pressure pot K2 (first pressure pot 37 a) which connects the actuating bearing 38 of the K2 associated actuating system 8 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 8 and the intermediate shaft 34 to each other results for the K2 a closed power flow. The disks or disks (friction elements 27, 10) of the K2 are connected to the outside via a transmission side about the clutch carrier 29, 39 cross-plate carrier (first Reibelementeträger 9) axially movable with the central transmission input shaft 24b. This also carries the slats (first and second brake elements 1 1, 15) of the B1, which, however, are connected inwardly with the plate carrier 32 a. The pressure plate (third pressure plate 31 c) of the B1 is actuated by a pressure pot B1 (pressure pot 21) interleaved tangentially with the feed line (supply line 46) of the actuating system 8. The actuation system 8 in this case presses directly on the pressure pot 21 of the B1. The counter-plate (third counter-plate 30c) of B1, for example, connected to the transmission housing 45. The B2 is arranged radially kleinbauend 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 17) operated with its own supply line (supply line 46). The backplate (fourth backplate 30d) of B2 is connected to the gearbox 45, 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 33).

According to the invention thus the clutch output is coupled to the brake output and designed to be axially displaceable; while the entire torque is transferred via the brake output in a disk carrier (friction element carrier 9). The disk carrier 9 is axially preloaded on the output shaft 34 and thus fixed. Alternative embodiments are also conceivable: torque is transferred from the brake 6 and the clutch 2 separately in the plate carrier 9. It is also possible that the brake torque first to transfer to the clutch output and For all options, it must be ensured that the plate carrier 9 can be mounted separately in the gearbox and then the clutches 2, 3 and brakes 6, 7 can be mounted in the gearbox 23. In addition, it should be noted that the B1 (first brake device 6) arranged radially outermost and the K2 (first friction clutch 2) is disposed radially within the B1. Both torque transmission devices 2, 6 are connected to a shared connection element (friction element carrier 9, eg plate carrier), which is partially radially between the two Drehmomentübertragungsvorrich- device 2, 6 and extends from there to the central gear shaft 24b. The disks or disks (second friction elements 10) of the K2 are connected to the outside via a transmission side about the clutch carrier (support portion 29) cross-plate carrier 9 axially movable with the central transmission input shaft 24b. This also carries the slats (first brake elements 1 1) of B1, which, however, are connected inwardly with the plate carrier 9. One aspect describes the arrangement of the torque transmission devices 2, 6. The B1 and the K2 are nested radially, both of which use a plate carrier 9 for torque transmission, which engages between the K1 and the B2 on the central transmission input shaft 24b. A further aspect relates to the connection of at least two disks or disks (friction elements and / or brake elements) to a connecting element (here the brake elements 11, 15 and friction elements 27, 10 on the first friction element carrier 9), the disks or disks 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.

Furthermore, according to one aspect, a space-saving nesting of the pressure pot B1 (pressure pot 21) and the connection of the actuating system 8, which actuates B1, K2 and K1, are realized in FIG. Since both the actuation system 8 and the B1 are firmly connected to, for example, the transmission bell (transmission housing 45) and do not experience any relative movement in the circumferential direction relative to one another, the nesting can take place. The described interleaves can be of any type (eg webs, spokes, recesses, etc.). In another aspect, in FIG. 1, the arrangement of the torque transmitting devices 2, 3, 6, 7. The B1 and the K2 are nested radially, both of which use a (common) disk carrier 32a for torque transmission, which engages between the K1 and the B2 on the central transmission input shaft 24b. The K1 and the B2 are arranged axially next to each other. Another aspect relates to the arrangement of the actuation systems 8, 17. The actuation system of B1, K2 and K1 (first actuation system 8) is located radially inside the K2. The B2 is actuated by its own actuating system 17, which is arranged axially between the K1 and the B2. 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.

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 45 or the actuating system 8, so that a closed power flow is formed. The actuating systems 8, 17 described can be of any type (eg mechanical, hydraulic, pneumatic, electromechanical, etc.). The actuating systems 8, 17 described 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.

Reference List Coupling and brake system

first friction clutch

second friction clutch

axis of rotation

a first wave component

b second wave component

c third wave component

d fourth wave component

first brake device

second brake device

first actuation system

first friction element carrier

0 (second) friction element of the first friction clutch 1 first brake element of the first brake device 2 sleeve portion

3 housing

4a first actuator

4b second actuator

4c third actuator

4d fourth actuator

5 second brake element of the first brake device 6 connecting portion

7 second operating system

8a first brake element of the second brake device 8b second brake element of the second brake device 9 free space

0 powertrain

1 pressure pot of the first brake device

2 drive shaft

3 gears

4a first gear shaft

4b second transmission shaft

4c third transmission shaft

5a first clutch component of the first friction clutch 5b first clutch component of the second friction clutch a second clutch component of the first Reibkupplungb second clutch component of the second friction clutch first friction element of the first friction clutch

a first friction element of the second Reibkupplungb second friction element of the second friction clutch

support area

a first counter plate

b second counter plate

c third counter plate

d fourth counter plate

a first pressure plate

b second pressure plate

c third pressure plate

d fourth pressure plate

second friction element carrier

third friction element carrier

connecting shaft

Through Hole

Dual Mass Flywheel

a first pressure pot

b second pressure pot

operation seat

web region

a first pressure chamber

b second pressure chamber

c third pressure chamber

d fourth pressure chamber

cylinder area

support bearings

Pressure pot of the second brake device

actuator housing

gearbox

supply line

friction lining

brake lining

hub portion

outside

disk area

Claims

claims

1 . Clutch and brake system (1) for a drive train (20) of a motor vehicle, with at least one friction clutch (2, 3), which is designed for coupling two about a rotational axis (4) rotatably mounted wave components (5a, 5b, 5c), at least a brake device (6, 7) and an actuation system (8) for actuating the at least one brake device (6), wherein the at least one friction clutch (2, 3) has a friction element carrier (9) with a friction element (10) received rotatably, characterized in that a brake element (1 1) of the at least one brake device (6) is additionally received in a rotationally fixed manner on the friction element carrier (9).

Second clutch and brake system (1) according to claim 1, characterized in that the friction element (10) and / or the brake element (1 1) are slidably received in the axial direction relative to the friction element carrier (9) / is.

3. clutch and brake system (1) according to claim 1 or 2, characterized in that the friction element carrier (9) in an axial direction with respect to the axis of rotation (4) extending sleeve portion (12), wherein the friction element (10 ) and the brake element (1 1) are rotatably received on this sleeve portion (12).

4. clutch and brake system (1) according to one of claims 1 to 3, characterized in that the brake element (1 1) with its brake pad (48) on a friction lining (47) of the friction element (10) radially opposite side of the sleeve portion (12) is arranged.

5. clutch and brake system (1) according to one of claims 1 to 4, characterized in that the brake element (1 1) with its brake pad (48) radially outside of the sleeve portion (12) is arranged and / or the friction element (10) with its friction lining (47) is arranged radially within the sleeve portion (12).

6. clutch and brake system (1) according to one of claims 1 to 5, characterized in that the Reibelementeträger (9) designed for non-rotatable connection with a transmission shaft (24b) hub portion (49), wherein the hub portion (49) in the axial direction is arranged offset to the friction element (10) and / or the brake element (1 1).

7. clutch and brake system (1) according to one of claims 1 to 6, characterized in that the actuating system (8) radially within the friction element (10) and the brake element (1 1) is arranged and / or continue to operate the at least a friction clutch (2, 3) configured and used.

8. clutch and brake system (1) according to one of claims 1 to 7, characterized in that a plurality of friction elements (10) of the at least one friction clutch (2) are accommodated on the friction element carrier (9).

9. clutch and brake system (1) according to one of claims 1 to 8, characterized in that a plurality of brake elements (1 1) of the at least one braking device (6) are accommodated on the friction element carrier (9).

10. powertrain (20) for a motor vehicle, with a clutch and brake system (1) according to one of claims 1 to 9.