WO2018103778A1 - Système d'embrayage et de freinage comprenant un support d'éléments de friction recevant un élément de friction et un élément de freinage, et groupe motopropulseur - Google Patents

Système d'embrayage et de freinage comprenant un support d'éléments de friction recevant un élément de friction et un élément de freinage, et groupe motopropulseur Download PDF

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Publication number
WO2018103778A1
WO2018103778A1 PCT/DE2017/100906 DE2017100906W WO2018103778A1 WO 2018103778 A1 WO2018103778 A1 WO 2018103778A1 DE 2017100906 W DE2017100906 W DE 2017100906W WO 2018103778 A1 WO2018103778 A1 WO 2018103778A1
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WO
WIPO (PCT)
Prior art keywords
brake
friction
clutch
friction element
elements
Prior art date
Application number
PCT/DE2017/100906
Other languages
German (de)
English (en)
Inventor
Alexander KONSTANTINOV
Jerome Malitourne
Dirk Reimnitz
Thomas Hurle
Karl-Ludwig Kimmig
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2018103778A1 publication Critical patent/WO2018103778A1/fr

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Classifications

    • 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
    • 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
    • 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
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0661—Hydraulically actuated multiple lamellae clutches
    • 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
    • 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
    • F16D55/26—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 without self-tightening action
    • F16D55/36—Brakes with a plurality of rotating discs all lying side by side
    • F16D55/40—Brakes with a plurality of rotating discs all lying side by side actuated by a fluid-pressure device arranged in or one the brake

Definitions

  • 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.
  • the invention relates to a drive train for a motor vehicle, with this clutch and brake system.
  • DE 10 2014 204 009 A1 discloses a multi-speed planetary gear system as a component of a drive train of a motor vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • the required installation space is further optimized.
  • 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.
  • 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.
  • 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.
  • 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.
  • the friction clutch is sufficiently strong interpretable.
  • 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.
  • the at least one friction clutch and / or the at least one braking device is / are designed to run dry.
  • the at least one friction clutch and / or the at least one brake device is / are designed to be wet-running.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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).
  • a combination of a friction clutch is implemented with a brake, in particular both components are implemented dry and lamellar construction.
  • these two components 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.
  • CSC Concentric Slave Cylinder / concentric slave cylinder
  • 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.
  • the general connection pnnzip for wet clutches / brakes in the automatic transmission is usable.
  • FIG. 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.
  • FIG. 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
  • 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.
  • 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.
  • 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
  • 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.
  • the housing 13 is connected to the transmission housing 45 shown schematically, or at least partially formed by this with.
  • 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 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.
  • 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.
  • the support portion 29 in this embodiment is rotationally fixed part of a connecting shaft 34.
  • the support portion 29 is even fabriceintaria 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.
  • 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.
  • a second friction clutch 3 is provided in addition to the first friction clutch 2.
  • 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.
  • 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.
  • each friction clutch 2, 3 three first friction elements 27, 28a in the corresponding first clutch component 25a, 25b available.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • two first brake elements 1 1 and three second brake elements 15 are provided.
  • the first Reib comprised 9 a Reib beneficiary thereof 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.
  • 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.
  • the first brake elements 1 1 are slidably received in the axial direction on the Reibettivery 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.
  • the first actuating system 8 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.
  • 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.
  • the first actuating system 8 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.
  • 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.
  • 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.
  • 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.
  • the three actuators 14a to 14c radially within the brake elements 1 1 and 15 of the first brake device 6 are arranged.
  • 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.
  • the cylinder portion 41 is disposed radially inside the friction members 27, 10 of the first friction clutch 2.
  • the cylinder region 41 in the axial direction at least partially covers the friction elements 27 and 10 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.
  • 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 Reibiataitatis 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.
  • 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.
  • 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 Reibettiverys 9 can also be varied. Accordingly, according to this embodiment, it is sufficient to provide only a single first brake element 11.
  • second brake elements 15 one each as (third) genplatte 30c and one as (third) pressure plate 31 c) sufficient.
  • 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.
  • the first brake element 1 1 is rotatably connected by means of a positive connection (toothing) with the first friction element carrier 9.
  • FIG. 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.
  • a first brake element 1 1 is rotatably coupled by means of a disc portion 51 with the sleeve portion 12.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • actuating system 8 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.
  • a shared connection member e.g., fin carrier / first friction member carrier 9
  • 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.
  • 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.
  • 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.
  • 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 Reibianolly 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 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 discourage 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 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).
  • 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.
  • 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.
  • 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.
  • 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.).
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un système d'embrayage et de freinage (1) pour un groupe motopropulseur (20) d'un véhicule à moteur, comprenant au moins un embrayage à friction (2, 3) qui est conçu pour accoupler deux éléments d'arbre (5a, 5b, 5c) montés rotatifs autour d'un axe de rotation (4), au moins un dispositif de freinage (6, 7) et un système d'actionnement (8) servant à actionner ledit au moins un dispositif de freinage (6), ledit au moins un embrayage à friction (2, 3) comprenant un support d'éléments de friction (9) pourvu d'un élément de friction (10) logé de manière solidaire en rotation, un élément de freinage (11) dudit au moins un dispositif de freinage (6) étant en outre monté solidaire en rotation sur le support d'éléments de friction (9). L'invention concerne en outre un groupe motopropulseur (20) pour un véhicule à moteur équipé de ce système d'embrayage et de freinage (1)
PCT/DE2017/100906 2016-12-07 2017-10-19 Système d'embrayage et de freinage comprenant un support d'éléments de friction recevant un élément de friction et un élément de freinage, et groupe motopropulseur WO2018103778A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016123668 2016-12-07
DE102016123668.3 2016-12-07

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WO2018103778A1 true WO2018103778A1 (fr) 2018-06-14

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PCT/DE2017/100906 WO2018103778A1 (fr) 2016-12-07 2017-10-19 Système d'embrayage et de freinage comprenant un support d'éléments de friction recevant un élément de friction et un élément de freinage, et groupe motopropulseur

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020224702A1 (fr) 2019-05-03 2020-11-12 Schaeffler Technologies AG & Co. KG Dispositif de frein à disques multiples ainsi qu'ensemble de transmission comprenant le dispositif de frein à disques multiples
CN113412373A (zh) * 2019-02-19 2021-09-17 舍弗勒技术股份两合公司 具有支撑体的紧凑的离合器装置

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3469664A (en) * 1966-07-14 1969-09-30 Ortlinghaus Geb Combined coupling and brake mechanism
GB1341682A (en) * 1972-01-28 1973-12-25 Gen Motors Corp Vehicle ouput brake assemblies
GB2058275A (en) * 1979-08-20 1981-04-08 Komatsu Mfg Co Ltd Lubrication of a drive mechanism having clutch and brake assemblies
US5190129A (en) * 1992-01-24 1993-03-02 Midwest Brake Bond Co. Press drive with oil shear clutch/brake drives
US20120279327A1 (en) * 2011-03-21 2012-11-08 Ford Global Technologies, Llc Final drive mechanism and power take off for a transmission
DE102012010128A1 (de) * 2012-05-23 2013-11-28 Ortlinghaus-Werke Gmbh Kupplungs-Brems-Kombination
DE102014204009A1 (de) 2014-03-05 2015-09-10 Schaeffler Technologies AG & Co. KG Mehrgängiges Planetengetriebesystem als Komponente des Antriebsstrangs eines Kraftfahrzeuges

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3469664A (en) * 1966-07-14 1969-09-30 Ortlinghaus Geb Combined coupling and brake mechanism
GB1341682A (en) * 1972-01-28 1973-12-25 Gen Motors Corp Vehicle ouput brake assemblies
GB2058275A (en) * 1979-08-20 1981-04-08 Komatsu Mfg Co Ltd Lubrication of a drive mechanism having clutch and brake assemblies
US5190129A (en) * 1992-01-24 1993-03-02 Midwest Brake Bond Co. Press drive with oil shear clutch/brake drives
US20120279327A1 (en) * 2011-03-21 2012-11-08 Ford Global Technologies, Llc Final drive mechanism and power take off for a transmission
DE102012010128A1 (de) * 2012-05-23 2013-11-28 Ortlinghaus-Werke Gmbh Kupplungs-Brems-Kombination
DE102014204009A1 (de) 2014-03-05 2015-09-10 Schaeffler Technologies AG & Co. KG Mehrgängiges Planetengetriebesystem als Komponente des Antriebsstrangs eines Kraftfahrzeuges

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113412373A (zh) * 2019-02-19 2021-09-17 舍弗勒技术股份两合公司 具有支撑体的紧凑的离合器装置
WO2020224702A1 (fr) 2019-05-03 2020-11-12 Schaeffler Technologies AG & Co. KG Dispositif de frein à disques multiples ainsi qu'ensemble de transmission comprenant le dispositif de frein à disques multiples

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