EP1412650A1 - Ensemble embrayage multiple - Google Patents

Ensemble embrayage multiple

Info

Publication number
EP1412650A1
EP1412650A1 EP02764667A EP02764667A EP1412650A1 EP 1412650 A1 EP1412650 A1 EP 1412650A1 EP 02764667 A EP02764667 A EP 02764667A EP 02764667 A EP02764667 A EP 02764667A EP 1412650 A1 EP1412650 A1 EP 1412650A1
Authority
EP
European Patent Office
Prior art keywords
coupling device
arrangement
transmission
clutch
rotary
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP02764667A
Other languages
German (de)
English (en)
Inventor
Paul Kraus
Wolfgang Grosspietsch
Eduard Steiner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Sachs AG
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
Priority claimed from DE10203618A external-priority patent/DE10203618A1/de
Application filed by ZF Sachs AG filed Critical ZF Sachs AG
Publication of EP1412650A1 publication Critical patent/EP1412650A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • 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
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/12—Mounting or assembling

Definitions

  • the invention relates to a multiple clutch device, possibly a double clutch device, for arrangement in a drive train between a drive unit and a transmission, the clutch device being associated with a first multi-plate clutch arrangement assigned to a first transmission input shaft of the transmission and a second one being associated with a second transmission input shaft of the transmission
  • the clutch device For clutch torque transmission between the drive unit and the gearbox, at least one of the gearbox input shafts is designed as a hollow shaft and one of the gearbox input shafts runs through another gearbox input shaft designed as a hollow shaft
  • the clutch device coupling one directly or indirectly to an output shaft of the drive unit or has an input side that can be coupled, that with input-side plates of a first plate set of the first clutch arrangement and input-side plates of a second lame llenvers of the second clutch assembly is in rotary driving connection or can be brought, wherein an output-side plate carrier of the first clutch arrangement is coupled or couplable to the first transmission input shaft in the sense of a rotary drive and an output-side plate carrier of the
  • Such a double clutch device which is also referred to as a double clutch, is known from various German patent applications
  • Receiving sleeve is designed and receives a bearing sleeve forming the rotor section of the coupling device, which on the radially outer
  • Gearbox input shaft is supported by means of several radial bearings.
  • Bearing sleeve and the transmission sleeve receiving the bearing sleeve form two each imparting a radial hydraulic medium flow connection
  • the invention has for its object to ensure easy assembly of the coupling device.
  • the assembly In order to support the double clutch axially in the direction of the drive unit, the assembly has to be partially dismantled again in the pushed-on state in order to attach a retaining ring to one of the transmission input shafts.
  • the invention proposes, according to a first aspect, for the coupling device mentioned at the outset that the stator section can be coupled to the rotor section before the coupling device is incorporated in the drive train in order to provide an installation unit comprising the coupling device and at least one rotary feedthrough including the associated stator section form, and that the installation unit can then be mounted on the transmission side by attaching the stator section to the transmission housing.
  • stator section is not pre-assembled on the transmission side or fixedly attached, but rather can be coupled to the rotor section before the coupling device is incorporated in the drive train, so that an installation unit comprising the coupling device and the rotary feedthrough including the stator section can be provided, which can then be mounted on the transmission side Attaching the stator section to the gear housing, significant advantages are achieved.
  • a built-in unit a built-in module
  • a built-in module can be provided that includes all operating medium and hydraulic lines, so that they can be installed on the gearbox together with the module. This results in significant cost advantages and high operational reliability.
  • the stator section can be fixed on the gearbox housing by means of a holding arrangement which is separate from the stator section or is integral therewith, possibly in one piece.
  • the holding arrangement can be attached to the transmission housing by means of fastening elements, the fastening elements preferably being arranged in the radially outer region of the coupling device or radially outside the same.
  • the fastening elements for example fastening screws, are then accessible directly or by means of a tool, specifically in the state in which the coupling device is arranged on the transmission, for example in a bell housing.
  • the holding arrangement can have or hold hydraulic lines and / or at least one operating medium line, which lead to the stator section.
  • the stator section is connected or connectable to transmission lines on the transmission side (possibly integrated in the transmission housing) and / or on at least one transmission side operating medium line (possibly integrated in the transmission housing), so that the stator section effectively only the flow connection between the rotor section and the lines mentioned.
  • the rotating union preferably mediates a radial flow connection for the operating medium and / or the hydraulic medium.
  • one rotary feedthrough region mediating a radial operating medium flow connection and two each mediating a radial hydraulic medium flow connection
  • Rotary leadthrough areas are axially offset from one another and that the rotary leadthrough area mediating the radial operating medium flow connection is arranged axially between the two rotating leadthrough areas each mediating a radial hydraulic medium flow connection.
  • the invention accordingly provides a coupling device of the type mentioned at the outset with coupling arrangements which are provided for running under the action of an operating medium, possibly cooling oil and can be actuated by means of a respective hydraulic slave cylinder integrated in the coupling device, in which the rotary leadthrough has a radial flow connection for the operating medium and the hydraulic medium, wherein a rotary feed-through area mediating a radial operating medium flow connection and two rotary feed-through areas each providing a radial hydraulic medium flow connection are axially offset from one another, and the rotary feed-through area mediating the radial operating medium flow connection is axially between the two in each case a radial hydraulic medium Flow connection-imparting rotary leadthrough areas is arranged.
  • the rotor section can advantageously be formed by a preferably sleeve-like ring part of the coupling device, which is mounted radially on at least one of the transmission input shafts and can be inserted or inserted into a receptacle of the stator section.
  • the stator section is formed by a preferably sleeve-like ring part, through which the transmission input shafts extend and which can be inserted or inserted into a receptacle of the rotor section of the coupling device.
  • This embodiment of the rotary leadthrough is also of interest regardless of the first and second aspects of the invention.
  • the invention accordingly proposes for the coupling device mentioned at the outset that the stator section is formed by a preferably sleeve-like ring part, through which the transmission input shafts extend and which is inserted or insertable into a receptacle of the rotor section of the coupling device.
  • the rotor section can be formed by a hub-like or sleeve-like component of the coupling device, which has a hydraulic channel arrangement and / or an operating medium channel arrangement.
  • the coupling device can advantageously be mounted or supported axially or / and radially on the gear housing by means of the rotor section and the stator section.
  • the load on the transmission input shafts is hereby significantly reduced compared to the known configuration according to DE 100 04 179 A1.
  • An additional support bearing arrangement can be dispensed with under certain circumstances.
  • the coupling device is axially supported or can be supported by means of the rotor section and the stator section in the direction of the drive unit on the transmission housing.
  • the invention further relates to a coupling system comprising a coupling device according to the invention and an operating medium supply external to the coupling device or / and at least one hydraulic pressure source external to the coupling device together with a rotary leadthrough arrangement for supplying operating medium into the coupling device from the operating medium supply or / and for connecting the hydraulic slave cylinders to the assigned hydraulic pressure source, the rotary leadthrough arrangement having at least one stator section arranged or arranged on the transmission side and at least one rotor section rotating with the coupling device.
  • the invention further relates to a method for incorporating a clutch device or a clutch system according to the invention in a drive train.
  • the method according to the invention has the following steps: before the coupling device is incorporated in the drive train, coupling the stator section to the rotor section of the coupling device in order to encompass the coupling device and the rotary feedthrough including the stator section
  • Fig. 1 shows in a partially sectioned representation in a drive train of a motor vehicle between a transmission and a
  • FIG. 2 shows another in a representation corresponding to FIG. 1
  • FIG. 1 shows an exemplary embodiment of a double clutch 10 according to the invention, which is arranged in a receiving space 12 delimited by a bell housing 14 between the transmission and the drive unit of a motor vehicle drive train.
  • the basic structure of the double clutch 10 according to the exemplary embodiment shown is known per se; reference is made, for example, to DE 100 04 179 A1.
  • the inner or outer plates of the respective plate pack are held by an outer plate carrier 30 or 60 or an inner plate carrier 32 or 62.
  • the multi-plate clutch arrangements are actuated hydraulically by means of a respective hydraulic slave cylinder which is integrated in the double clutch.
  • the pressure chambers 34 and 64 and the actuating pistons 36 and 66 can be seen in FIG. 1.
  • the actuating pistons are each assigned a return spring arrangement 38 or 68, of which the return spring arrangement 68 formed by two plate springs is the radially inner one Coupling arrangement is arranged in a centrifugal pressure compensation chamber 70.
  • a centrifugal pressure compensation chamber 40 is also assigned to the actuating piston 36.
  • the two outer disk carriers 30 and 60 are connected to one another via a bearing sleeve 90 for common rotation.
  • An input hub 92 of the clutch device is connected via a driver 94 to the outer disk carrier 30 for common rotation and thus - via the bearing sleeve 90 - also to the outer disk carrier 60.
  • the two outer disk carriers serve as the input side of the respective clutch arrangement.
  • the inner disk carrier 32 of the clutch arrangement 26, referred to below as the first clutch arrangement is arranged on a radially inner transmission input shaft 42, hereinafter referred to as the "first transmission input shaft", of two radially nested transmission input shafts 42 and 72 and is connected to the latter for common rotation.
  • the inner disk carrier 62 is arranged on the other gear input shaft 72, hereinafter referred to as "second gear input shaft", and is connected to it for common rotation.
  • the second transmission input shaft is designed as a hollow shaft through which the first transmission input shaft 42 extends.
  • gears 1, 3, 5 and R can be engaged on the radially inner, first transmission input shaft.
  • gears 2, 4 and 6 can be engaged on the radially outer, second transmission input shaft.
  • the hydraulic slave cylinders are connected to an external hydraulic pressure source (possibly a control valve arrangement) and the multi-plate clutch arrangement, in particular the multi-plate packs, is supplied with cooling oil via oil channels integrated in the bearing sleeve 90.
  • the bearing sleeve can be understood as a rotor of a rotary feedthrough which, in addition to the rotor 90, comprises a ring-like or sleeve-like stator 100.
  • the stator 100 is attached to the gearbox housing within the clutch bell by means of a holding flange 102 which is integral therewith, possibly in one piece or attached thereto.
  • Fastening screws 104 which are indicated schematically and which are arranged radially outside the outer circumference of the outer disk carrier 30 and thus radially outside the double clutch 10 and are thus accessible through the housing bell when the double clutch is mounted, are used to fasten the holding flange 102 to the transmission housing.
  • the holding flange 102 is designed with oil lines 106, namely two pressure oil lines for connecting the hydraulic slave cylinders and a cooling oil line for supplying the coupling arrangements with cooling oil.
  • the lines can be at least partially formed by radial and axial bores in a component forming the holding flange and the stator 100.
  • the bearing sleeve 90 forming the rotary feedthrough rotor and the stator 100 of the rotary feedthrough form rotary feedthrough regions which impart radial flow connections and are arranged axially next to one another.
  • An axial arrangement of the radial rotary feedthrough regions is preferred such that the cooling oil rotary feedthrough region is arranged between the two pressure oil rotary feedthrough regions, so that there is a risk of crosstalk between the two pressure oil circulation circuits in the event of leakages in the region of the rotary feedthrough regions or / and as a result of one System change of a sealing arrangement is avoided or at least reduced in the event of pressure changes.
  • the pressure chambers 34 and 64 and the centrifugal pressure compensation chambers 40 and 70 are connected to the respective rotary feedthrough region via channels of the bearing sleeve 90. Cooling oil fed into the centrifugal pressure compensation chamber 70 can escape radially outward through one or more openings in a wall 108 and thus ensures the cooling of the Lamella packs 28 and 58. Reference is made to the more detailed explanations in published patent application DE 10004 179 A1.
  • the double clutch 10 is mounted radially in the drive train via two radial bearings 109 and 110 between the bearing sleeve 90 and the radially outer transmission input shaft 72.
  • the flange 102 together with the stator 100 connected to it (also referred to as hub 100) is screwed (at 104) to the transmission housing, namely radially outside the outer diameter of the outer disk carrier 30 of the radially outer clutch arrangement.
  • the double clutch 10 is secured axially in the direction of the drive unit (internal combustion engine) by means of an axial bearing 112 and a locking ring 114, which is preferably designed to be non-rotatable on the bearing sleeve (this can also be referred to as an oil supply).
  • the double clutch is supported in the direction of the transmission via a further axial bearing 116.
  • the torque is transmitted from the output shaft 120 of the drive unit to a torsional vibration damper 122, in the present case of the two-mass flywheel type.
  • An output side of the torsional vibration damper 122 is drivingly connected to the input hub 92 of the double clutch 10 via entrainment formations, for example a spline.
  • a sealing arrangement 116 is active between the input hub 92 and a cover wall 114, which may be lid-like, so that the double clutch 10 is arranged in a sealed wet area of the transmission housing bell.
  • the torque introduced into the input hub 92 is transmitted via the outer disk carrier 30 of the outer clutch arrangement 26, the disk pack 28 and the inner disk carrier 32 to the inner transmission input shaft 42, depending on the actuation state of the "first" clutch arrangement 26. Furthermore, depending on the actuation state of the "second” clutch arrangement 56, the torque introduced via its outer disk carrier 60 is transmitted to the outer transmission input shaft 72 via the disk pack 58 and the inner disk carrier 62.
  • the arrangement shown in FIG. 1 can advantageously be assembled as follows. First, the outer disk carrier 30 is welded to the bearing sleeve 90. A laser welding process can advantageously be used here. The piston 36 and the return spring 38 are then inserted. The outer disk carrier 60 of the radially inner clutch arrangement is then welded to the bearing sleeve 90 (if necessary laser-welded). The piston 66 and the return springs 68 are then inserted. Then the wall 108 of the centrifugal pressure compensation chamber 70 can be welded to the bearing sleeve 90.
  • the inner plate carrier 62 of the radially inner clutch arrangement 56 can then be inserted, whereupon the outer and inner plates of this clutch arrangement and the radially outer clutch arrangement 26 are then inserted and secured with a respective locking ring.
  • the driver 94 already attached to the input hub 92 can then be inserted and secured to the outer disk carrier 30 by means of a further securing ring.
  • the double clutch 10 is thus essentially completely assembled as such, only the most important assembly steps being mentioned.
  • the double clutch 10 is then combined with the holding flange 102 and the rotor 100 arranged thereon to form a built-in structural unit, by axially inserting the bearing sleeve 90, which forms the rotor of the rotary feedthrough, into the stator 100, the axial bearing 117 being inserted between the rotor 100 and the outer disk carrier 30.
  • the axial bearing 117 can be arranged on the rotor 100 before the bearing sleeve 90 is inserted into it.
  • the axial bearing 112 is pushed onto the bearing sleeve projecting axially from the rotor 100 and then secured to it by means of the locking ring 114.
  • This essentially completes the built-in assembly.
  • the entire built-in structural unit (which can also be referred to as a module) can now be installed in the transmission and axially secured to the transmission housing using the screws 104 already mentioned.
  • the wall 115 delimiting the wet room is then installed.
  • the main advantages of the construction according to the invention are as follows:
  • the double clutch and the oil supply are designed to form a module. This simplifies and speeds up assembly by the motor vehicle manufacturer on the assembly line, since only one unit has to be handled. This also minimizes the possibility of errors during assembly.
  • Another major advantage of this design is that it is possible to check the entire hydraulic unit and cooling oil supply unit for proper function and tightness before installing the module on the gearbox, i.e. not only when the gearbox or vehicle is installed.
  • the design of the double clutch explained is comparatively insensitive to tolerances in the transmission.
  • a further advantage results from the oil feeds which mediate radial flow connections, since such oil feeds do not exert any axial forces on the double clutch.
  • FIG. 2 shows a further exemplary embodiment of a double clutch 10 according to the invention with a radially outer first clutch arrangement 26 and a radially inner second clutch arrangement 56.
  • oil lines 106 (more precisely two pressure oil lines and a cooling oil line) lead from radially outside to radially inside in the transmission housing 14 to a ring-like or sleeve-like stator 100 which is inserted into a receptacle 200 and connected to the transmission housing 14 in a rotationally fixed manner via radial bores into the stator and is guided via axial and radial bores into a central hub or oil feed hub 202 of the double clutch 10, which is to be understood as the rotor of a rotary union formed by the stator 100 and the hub 202.
  • the outer disk carrier 30 of the radially outer clutch arrangement 26 and the outer disk carrier 60 of the radially inner clutch arrangement 56 are attached to the oil feed hub 202 in a rotationally fixed manner, for example welded, so that the hub 202 fulfills the function of the bearing sleeve 90 of the exemplary embodiment in FIG. 1 in this respect.
  • Oil channels in the oil supply hub 202 connect the pressure chambers 34 and 64 and the centrifugal pressure compensation chambers 40 and 70 to the associated hydraulic pressure source or cooling oil supply by means of the rotary feedthrough and the bores and channels mentioned.
  • the rotary feedthrough is therefore a stationary stator, possibly also known as a flange, and the aforementioned rotor, namely the rotating one Oil supply hub 202 realized, a difference compared to the embodiment of FIG. 1 is that the rotating part is arranged radially outside the stationary part.
  • the forwarding of the pressure oil or cooling oil takes place via bores in the oil feed hub 202 which are indicated in FIG. 2 and extend essentially radially, as has already been mentioned.
  • the double clutch 10 is mounted on the stator 100 via two radial bearings 210 and 212.
  • the stator is axially secured via a holding flange 102, which is screwed to the gear housing 14 by means of screws 104.
  • the stator 100 and the holding flange 102 can be made in one piece or integrally.
  • the screw-on diameter defined by the radial positions of the screws 104 in relation to the axis of rotation A lies outside the outer diameter of the outer disk carrier 30 of the radially outer clutch arrangement 26.
  • the double clutch 10 on the stator 100 is axially secured in the direction of the drive unit via an axial bearing 214 and a locking ring 216, so that - in a different way than in the case of the exemplary embodiment in FIG. 1 - an axial securing on one of the transmission input shafts in the direction of the drive unit can be dispensed with, as a result of which the double clutch can be easily installed.
  • the torque is transmitted from the output shaft 120 via a torsional vibration damper 122 (in the present case of the two-mass flywheel type) via a toothing to the input hub 92 of the double clutch.
  • the torque is transmitted to the first transmission input shaft 42 via the outer disk carrier 30, which is connected to the input hub by means of the driver 94, the disk pack 28 and the inner disk carrier 32, depending on the actuation state of the first clutch arrangement.
  • this is done via the Outer disk carrier 30 and the oil supply hub 202 to the radially inner outer disk carrier 60 transmitted torque by means of the disk pack 58 and the inner disk carrier 62 to the second, radially outer transmission input shaft 72.
  • the arrangement shown in FIG. 2 can advantageously be assembled as follows: First, the outer disk carrier 30 of the radially outer clutch arrangement 26 is welded to the oil supply hub 202. The piston 36 of this clutch arrangement and the associated return spring are then inserted. The outer disk carrier 60 of the radially inner clutch arrangement 66 can then be welded to the oil feed hub 202, whereupon the associated piston 66 and the associated return springs can be inserted. The wall 108 of the centrifugal pressure compensation chamber 70 can then be welded to the hub 202.
  • the input hub 202 can be pushed onto the stator 100, the axial bearing 214 inserted and the axial bearing secured on the stator 100 by the locking ring 216.
  • the outer and inner plates of the radially outer clutch arrangement are then inserted and secured to the outer plate carrier by means of a retaining ring, it is expedient to first insert the inner plate carrier 62 of the radially inner clutch arrangement and the inner plate carrier 32 of the radially outer clutch arrangement.
  • an installation module is then produced which can be installed as a unit in the transmission housing bell and can be fixed axially by means of the screws 104 by means of the flange 102 on the transmission housing in order to improve the state according to FIG. 2 receive. Then the wall 114 is then installed, which separates the wet room and the dry room from one another.
  • the main advantages of the construction shown in FIG. 2 are as follows:
  • the double clutch and essential parts of the associated oil supply, namely the stator and the rotor, are designed in such a way that they can be combined to form an installation module. This simplifies and speeds up assembly on the assembly line at the motor vehicle manufacturer, since only one part (one unit) has to be handled. This minimizes the possibility of errors during installation.
  • a further advantage of the design shown in FIG. 2 is the radial and axial mounting on a holding part, namely the stator 100, which is fixedly connected to the transmission housing. This reduces the load on the transmission input shafts. Under certain circumstances, an additional support bearing can be dispensed with.
  • a multiple clutch device with at least two multi-plate clutch arrangements is proposed, the one
  • stator section can be coupled to the rotor section before the coupling device is incorporated in the drive train of a motor vehicle, around the coupling device and at least one rotary leadthrough of the rotary leadthrough arrangement to form including the stator section installation unit, which can then be mounted on the transmission side by attaching the stator section to the transmission housing.

Landscapes

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

Abstract

Ensemble embrayage multiple à bain d'huile et / ou à actionnement hydraulique, qui comporte au moins deux dispositifs embrayages à disques multiples. Ledit ensemble est associé ou appartient à un dispositif à passages tournants qui possède au moins une partie stator (100) placée ou pouvant être placée côté boîte de vitesses et au moins une partie rotor (90) tournant avec l'ensemble embrayage. Selon la présente invention, la partie stator peut être couplée à la partie rotor, avant l'installation de l'ensemble embrayage dans l'ensemble transmission d'un véhicule à moteur, pour former une unité de montage comportant l'ensemble embrayage, au moins un passage tournant du dispositif à passages tournants et la partie stator, ladite unité de montage pouvant être ensuite montée côté boîte de vitesses parallèlement à la mise en place de la partie stator sur le carter de boîte de vitesses.
EP02764667A 2001-07-31 2002-07-11 Ensemble embrayage multiple Withdrawn EP1412650A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10137351 2001-07-31
DE10137351 2001-07-31
DE10203618A DE10203618A1 (de) 2001-07-31 2002-01-30 Mehrfach-Kupplungseinrichtung
DE10203618 2002-01-30
PCT/EP2002/007715 WO2003012307A1 (fr) 2001-07-31 2002-07-11 Ensemble embrayage multiple

Publications (1)

Publication Number Publication Date
EP1412650A1 true EP1412650A1 (fr) 2004-04-28

Family

ID=26009829

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02764667A Withdrawn EP1412650A1 (fr) 2001-07-31 2002-07-11 Ensemble embrayage multiple

Country Status (2)

Country Link
EP (1) EP1412650A1 (fr)
WO (1) WO2003012307A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1511947B2 (fr) † 2002-05-29 2017-03-15 Dr. Ing. h.c. F. Porsche Aktiengesellschaft Boite de vitesses pour automobile a embrayage a disques multiples a commande hydraulique

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005020415A1 (de) 2005-04-27 2006-11-09 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Antriebseinheit für ein Kraftfahrzeug
DE102013205045A1 (de) * 2012-04-12 2013-10-17 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
FR3131603A1 (fr) * 2022-01-06 2023-07-07 Valeo Embrayages Module d’embrayage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB482632A (en) * 1936-02-10 1938-04-01 Adolphe Kegresse A hydraulically-operated multiple clutch change speed gear
US5960675A (en) * 1992-06-25 1999-10-05 Nissan Motor Co., Ltd. Transmission
DE10004179C5 (de) 1999-09-30 2017-06-29 Volkswagen Ag Mehrfach-Kupplungseinrichtung
DE10004190B4 (de) * 1999-09-30 2013-02-07 Volkswagen Ag Mehrfach-Kupplungseinrichtung
FR2799251B1 (fr) * 1999-09-30 2006-12-08 Mannesmann Sachs Ag Installation d'embrayage multiple de cas echeant en combinaison avec un dispositif amortisseur d'oscillations de torsion ou/et une machine electrique

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO03012307A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1511947B2 (fr) † 2002-05-29 2017-03-15 Dr. Ing. h.c. F. Porsche Aktiengesellschaft Boite de vitesses pour automobile a embrayage a disques multiples a commande hydraulique

Also Published As

Publication number Publication date
WO2003012307A1 (fr) 2003-02-13

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