The disclosure relates to a multiple clutch for a drivetrain of a motor vehicle, such as a car, truck, bus or other commercial vehicle, having a first clutch and a second clutch. Each (both the first and the second) clutch has a first clutch component, and selectively has a second clutch component that can be rotationally connected to the first clutch component, and an encoder part that is operatively connected to a sensor and has a rotational speed and/or rotational position detection geometry. The disclosure also relates to a clutch arrangement with this multiple clutch and a dual-mass flywheel.
Prior art is known, for example, from DE 10 2017 102 733 A1. A torque transmission device with a driving ring is disclosed therein. The driver ring is thus part of the flywheel.
In the designs known from the prior art, it has been found to be a disadvantage that the multiple clutches implemented are either relatively complex and of large construction, or that the encoder part, when the encoder part is arranged on the side of a dual-mass flywheel outside the multiple clutch, contributes to the generation of unreliable measurement data.
According to the disclosure, an encoder part is used as a connecting element which (directly) rotationally conjointly connects the first clutch component of the first clutch to the first clutch component of the second clutch.
As a result, an element which is provided in any case is formed directly as an encoder part and the structure of the multiple clutch is simplified. This results in an even more compact design of the multiple clutch in the axial direction. In addition, by integrating the encoder part into the multiple clutch, the rotational state of the first clutch component of the first and second clutch can be reliably detected.
If the encoder part is designed in the form of a ring/annular disc, the encoder part is compact.
The encoder part may extend, e.g., directly in the radial direction, between two connecting regions of the first clutch components of the two (first and second) clutches which overlap/overlay in an axial direction with respect to an axis of rotation of the multiple clutch. In other words, the encoder part may extend between a first connecting region provided by the first clutch component of the first clutch and a second connecting region provided by the first clutch component of the second clutch, and the first connecting region and the second connecting region may extend directly in the axial direction to overlap/overlay each other. This further reduces the installation space requirement.
The first clutch component of the first clutch and/or the first clutch component of the second clutch may have at least one friction element, e.g., a plurality of friction elements, in a rotationally fixed (first) carrier and the (first) carriers of the two clutches may be directly rotationally connected to each other via the encoder part.
The encoder part may have an annular region that forms the rotational speed and/or rotational position detection geometry and the annular region may be arranged radially outside the first clutch component of the first clutch and/or the first clutch component of the second clutch with respect to an axis of rotation of the multiple clutch. This results in a compact radial arrangement.
The rotational speed and/or rotational position detection geometry may have a plurality of holes arranged next to one another at regular intervals along a circumferential direction. The holes may be designed as through-holes. The holes may also be implemented in a closed annular region, i.e. delimited in the axial direction by webs of the annular region. This results in a closed form of the rotational speed and/or rotational position detection geometry.
Alternatively or additionally, the rotational speed and/or rotational position detection geometry may have a plurality of teeth/claws arranged next to one another at regular intervals along a circumferential direction. This further simplifies the manufacturing effort for the encoder part.
The teeth project outwards in an axial direction or a radial direction with respect to the axis of rotation. This results in an open form of the rotational speed and/or rotational position detection geometry, which takes up a small amount of space.
The encoder part may have at least one first axial through-hole into which the first clutch component (with the first carrier thereof, for example) of the first clutch is received in a rotationally fixed manner, forming a positive-fit connection.
Furthermore, the encoder part may have at least one second axial through-hole, into which the first clutch component (with the first carrier thereof, for example) of the second clutch is received in a rotationally fixed manner, with a positive-fit connection. This reduces the assembly effort.
A (first) return spring acting on a (first) pressure element of the first clutch may be clamped axially between the first pressure element and the encoder part. In this regard, a (second) return spring acting on a (second) pressure element of the second clutch may be clamped axially between the second pressure element and the encoder part.
With regard to the first and second through-holes of the encoder part, the first through-holes may be arranged radially offset from the second through-holes. The first through-holes may be arranged radially outside the second through-holes.
The clutches may be realized as friction disc clutches. In addition, friction elements of the first clutch may be arranged radially outside of friction elements of the second clutch. This results in a radial nesting of the clutches and thus a further reduction in the axial space required.
The first clutch and the second clutch may be implemented as a double clutch device and may be designed to run wet. The multiple clutch is may be implemented as a whole as a double clutch device or as a triple clutch device.
Furthermore, the disclosure relates to a clutch arrangement with the multiple clutch according to at least one of the embodiments described above and a dual-mass flywheel. A primary part of the dual-mass flywheel is prepared for the rotationally fixed connection to an output shaft of an internal combustion engine and a secondary part connected to the primary part in a manner so as to damp torsional vibrations is connected to the first clutch component of the first clutch and/or non-rotationally connected to the first clutch component of the second clutch.
In other words, according to the disclosure a sensor ring/an encoder contour (encoder part) for rotational speed measurement is realized in a (e.g., wet) double clutch (multiple clutch). The sensor ring is integrated in the double clutch structure to filter irregularities of the engine (internal combustion engine) through the upstream dual-mass flywheel, so that the rotational speed signal is not negatively influenced.
The disclosure will now be explained in more detail with reference to figures, in which context various exemplary embodiments are also shown. In the figures:
The figures are only schematic in nature and serve only for understanding the disclosure. The same elements are provided with the same reference symbols. The different features of the various exemplary embodiments can also be freely combined with one another.
In
An axis of rotation of the multiple clutch 1, about which the multiple clutch 1 rotates/can be rotated at least partially during operation, is provided with the reference symbol 9. The directional information used relates to this axis of rotation 9. Consequently, an axial direction is a direction along the axis of rotation 9, a radial direction is a direction perpendicular to the axis of rotation 9 and a circumferential direction is a tangential direction along an imaginary circular line of constant diameter that runs concentrically around the axis of rotation 9.
In this embodiment, the first clutch 2 is realized as a friction clutch, namely as a friction disc clutch. According to further embodiments, the first clutch 2 is also realized as single-disc clutch or as another multiple-disc clutch. The structure of the second clutch 3 largely corresponds to that of the first clutch 2. The second clutch 3 is consequently also designed as a friction disc clutch. Regardless of the design of the first clutch 2, however, the second clutch 3 is designed in a further embodiment as a single-disc clutch or as another multi-disc clutch. The first clutch 2 serves as a coupling element between the output shaft/the dual-mass flywheel 22 and a first transmission input shaft 25a. The second clutch 3 serves as a coupling element between the output shaft/the dual-mass flywheel 22 and a second transmission input shaft 25b. The transmission input shafts 25a and 25b are typically arranged radially nested one inside the other. In this embodiment, the second transmission input shaft 25b is arranged radially outside the first transmission input shaft 25a.
The first clutch 2 has a first clutch component 4a. The first clutch component 4a also has a (first) carrier 12a, which functions as an outer disc carrier. A plurality of friction elements 11 in the form of a plurality of first friction elements 11a are received on a sleeve-shaped (first) connecting region 10a of the first carrier 12a in a rotationally fixed manner and axially displaceable relative to one another. The first connecting region 10a runs in the axial direction. The first friction elements 11a of the first clutch component 4a project inwards from the first connecting region 10a in the radial direction.
The first friction elements 11a of the first clutch 2 interact with a plurality of friction elements 11 in the form of a plurality of second friction elements 11b of a second clutch component 5a of the first clutch 2. The friction elements 11a, 11b of the first clutch component 4a and the second clutch component 5a overlap in the radial direction and alternate with one another in the axial direction. The second clutch component 5a also has a (second) carrier 13a which extends inwards in the radial direction. The second carrier 13a is designed as an inner disc carrier. The second carrier 13a receives the second friction elements 11b in a rotationally fixed manner and axially displaceable relative to one another. The second friction elements 11b project outwards from the second carrier 13a in the radial direction. The second carrier 13a and consequently the second clutch component 5a are connected to the first transmission input shaft 25a in a rotationally fixed manner.
Since the structure of the second clutch 3 largely corresponds to that of the first clutch 2, the second clutch 3 also has a first clutch component 4b, which is equipped with a first carrier 12b designed as an outer disc carrier with a plurality of friction elements 11 in the form of a plurality of first friction elements 11a. The first friction elements 11a are received on the first carrier 12b in a rotationally fixed manner and displaceable in the axial direction relative to one another. In particular, the first friction elements 11a are accommodated on a sleeve-shaped (second) connecting region 10b of the first carrier 12b in a rotationally fixed manner and axially displaceable relative to one another. The first friction elements 11a of the first clutch component 4b project inwards from the second connecting region 10b in the radial direction. The second connecting region 10b runs in the axial direction.
The first friction elements 11a of the first clutch component 4b interact with a plurality of friction elements 11 in the form of a plurality of second friction elements 11b of a second clutch component 5b of the second clutch 3. The second friction elements 11b of the two clutch components 4b and 5b are arranged alternately in the axial direction. The second friction elements 11b of the second clutch component 5b are displaceable in the axial direction relative to one another and are non-rotationally received on a second carrier 13b of the second clutch component 5b. The second carrier 13b and consequently the second clutch component 5b are connected in a rotationally fixed manner to the second transmission input shaft 25b.
In relation to the general structure of the multiple clutch 1,
In an engaged position of the respective clutch 2, 3, the friction elements 11; 11a, 11b of the respective clutch 2, 3 are connected to one another in a rotationally fixed manner and are freely rotational relative to one another in a disengaged position. To adjust the respective clutch 2, 3, i.e. to move the friction elements 11; 11a, 11b between the engaged and disengaged positions, a pressure element 18, 20 for each clutch 2, 3 with a corresponding actuating unit (not shown here for the sake of clarity) is operatively connected to the respective friction elements 11; 11a, 11b. A first pressure element 18 acts on the axial displacement position of the friction elements 11; 11a, 11b of the first clutch 2; a second pressure element 20 acts on the axial displacement position of the friction elements 11; 11a, 11b of the second clutch 3. In this embodiment, the pressure elements 18, 20 are each designed as pressure pots. To support the pressure elements 18, 20 in an initial position (disengaged position), a return spring 23, 24 acts in a resetting manner on the respective pressure element 18, 20.
According to the disclosure, an encoder part 8 is now used, which at the same time serves to detect a rotational speed of the first clutch components 4a, 4b. In this context, the encoder part 8 is a connecting element which directly rotationally conjointly connects the first clutch components 4a, 4b. The encoder part 8 connects the two connecting regions 10a, 10b directly to one another. The encoder part 8 extends between the connecting regions 10a, 10b, which overlap in the axial direction, directly in the radial direction.
The encoder part 8 of the first embodiment is illustrated alone in
The rotational speed and/or rotational position detection geometry 6 has a plurality of holes 15 (ref.
The annular region 14 is adjoined by a disc region 27 which extends inwards in the radial direction from the annular region 14. The disc region 27 is the region that connects the two first carriers 12a, 12b to one another and extends radially between these carriers 12a, 12b/the connecting regions 10a, 10b. The disc region 27 is connected to the first carrier 12a of the first clutch 2 in a positive-fit manner in the circumferential direction. The disc region 27 has a plurality of first through-holes 17 arranged to be distributed in the circumferential direction. A plurality of (first) lugs 31 of the first connecting region 10a/first carrier 12a, projecting in the axial direction and distributed in the circumferential direction, project into the first through-holes 17 in a positive-fit manner and are supported in these first through-holes 17 in the rotational/circumferential direction. In addition, the first connecting region 10a/first carrier 12a is firmly supported in the axial direction relative to the encoder part 8.
The disc region 27 is also connected to the first carrier 12b of the second clutch 3 in a positive-fit manner in the circumferential direction. Radially within the first through-holes 17 arranged along an imaginary circular line are arranged a plurality of second through-holes 19 distributed in the circumferential direction. The second through-holes 19 are also lined up along an imaginary circular line. A plurality of (second) lugs 32 of the second connecting region 10b/first carrier 12b projecting in the axial direction and distributed in the circumferential direction project into the second through-holes 19 and are supported in a positive-fit manner in these second through-holes 19 in the rotational/circumferential direction. In addition, the second connecting region 10b/first carrier 12b is firmly supported in the axial direction relative to the encoder part 8.
As also indicated in
On a radial inside of the encoder part 8, a plurality of force introduction lugs 28, which are arranged distributed along the circumference, project in the radial direction inwards. These force introduction lugs 28 form an annular contact region for the second return spring 24 on the side of the encoder part 8. The second return spring 24 is thereby axially clamped between the encoder part 8 and the second pressure element 20. The first return spring 23 is also axially clamped between the encoder part 8 and the first pressure element 18.
In connection with
In the second exemplary embodiment of
The third exemplary embodiment is illustrated in connection with
In other words, according to the disclosure, by integrating the function of a sensor contour (encoder part 8) on the double clutch 1, the engine irregularities are already filtered by the upstream dual-mass flywheel 22 and do not negatively influence the rotational speed signal. The sensor contour 8 is integrated into existing components of the double clutch 1 (designed as a connecting element). The encoder contour 8 is integrated on the connecting web (encoder part 8 as a connecting element), which connects the two outer disc carriers (first carrier 12a, 12b of the first clutch 2 and the second clutch 3). This can be done on the basis of different variants, for example through-holes 15, teeth 16, claws, etc. The disclosure can also be applied to other types of clutches and/or double clutches.
1 Multiple clutch
2 First clutch
3 Second clutch
4
a First clutch component of the first clutch
4
b First clutch component of the second clutch
5
a Second clutch component of the first clutch
5
b Second clutch component of the second clutch
6 Rotational speed and/or rotational position detection geometry
7 Sensor
8 Encoder part
9 Axis of rotation
10
a Connecting region of the first clutch
10
b Connecting region of the second clutch
11 Friction element
12
a First carrier of the first clutch
12
b First carrier of the second clutch
13
a Second carrier of the first clutch
13
b Second carrier of the second clutch
14 Annular region
15 Hole
16 Tooth
17 First through-hole
18 First pressure element
19 Second through-hole
20 Second pressure element
21 Clutch arrangement
22 Dual-mass flywheel
23 First return spring
24 Second return spring
25
a First transmission input shaft
25
b Second transmission input shaft
26 Housing
27 Disc region
28 Force introduction lug
29 Third through-hole
30 Fourth through-hole
31 First lug
32 Second lug
Number | Date | Country | Kind |
---|---|---|---|
10 2018 101 460.0 | Jan 2018 | DE | national |
10 2018 108 396.3 | Apr 2018 | DE | national |
This application is the United States National Phase of PCT Appln. No. PCT/DE2018/101025 filed Dec. 17, 2018, which claims priority to German Application Nos. DE102018101460.0 filed Jan. 23, 2018 and DE102018108396.3 filed Apr. 10, 2018, the entire disclosures of which are incorporated by reference herein.
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/DE2018/101025 | 12/17/2018 | WO | 00 |