• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    A clutch system (10) having a clutch mechanism (12) and a clutch control (14) is provided with a rotation guiding device having a guide bearing (80) shrunk onto a clutch sleeve (14). coupling (82), at least partially fitted on a support sleeve (88), and an elastic locking washer (90) for blind mounting of the coupling sleeve (82) to the support sleeve (88) , and thus the clutch mechanism (12) on the clutch control (14).
    公开号:FR3057635A1
    申请号:FR1663087
    申请日:2016-12-21
    公开日:2018-04-20
    发明作者:Taemann KIM；Bruno MANCEAU；Francois Thibaut；Arnaud Dole
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    TECHNICAL FIELD OF THE INVENTION The invention relates to the mounting of a clutch system on a gearbox housing.
    STATE OF THE PRIOR ART In the document US2014182994A1 is illustrated a clutch control for a clutch system. The control comprises a control casing comprising a wall for fixing to a gearbox casing provided with an opening for the passage of a double input shaft of the gearbox. In the control housing are formed, around the passage opening, a first annular hydraulic chamber for housing an annular piston of a first hydraulic actuator and a second annular hydraulic chamber for housing an annular piston of a second hydraulic actuator, the two annular chambers being aligned on the same reference axis coincident with the axis of passage of the double input shaft in the opening. Such a control system is usually fixed on an outer wall of the gearbox housing, between the gearbox housing and a clutch mechanism of the clutch system, using fixing screws which pass through bores fasteners provided for this purpose in the fastening wall to be screwed into corresponding threaded holes in the gearbox housing. Insofar as the control is preassembled to the clutch mechanism before being fixed to the gearbox housing, there is a problem of access to the fixing screws, hampered by the clutch mechanism, both for mounting on the gearbox only for disassembly. In document US2014182994A1, this problem is solved by positioning the fixing bores at the end of the arms which form radial extensions of the fixing wall and are arranged so as to be located radially inside the clutch mechanism. The component of the control housing is therefore complex and massive, which goes against a general objective of reducing mass, both for the performance of the vehicle as for the ease of assembly and the cost of raw material. . The axial compactness of the clutch control is obtained at the cost of a large radial size and the solution cannot be transposed to situations where there is no large radial volume available.
    DESCRIPTION OF THE INVENTION The invention aims to remedy the drawbacks of the state of the art and to propose means facilitating the mounting of a clutch system on a gearbox casing which does not impose an increase in radial size.
    To do this is proposed, according to a first aspect of the invention, a clutch system comprising a first sub-assembly and a second sub-assembly, one of the first and second sub-assemblies being a clutch mechanism able to rotate around an axis of revolution of the clutch system, the other of the first and second sub-assemblies being a clutch control, and a connecting device between a first part of the first sub-assembly and a second part of the second sub-assembly, the connecting device comprising:
    a guide bearing comprising a first raceway fixed in rotation with respect to the first part and a second raceway fixed in rotation with respect to the second part, and rolling bodies capable of rolling on the first raceway and the second raceway;
    a pair of sleeves consisting of an inner sleeve and an outer sleeve at least partially fitted onto the inner sleeve, the inner sleeve and the outer sleeve being provided with complementary connecting reliefs cooperating so as to secure one to the other the outer sleeve and the inner sleeve in rotation about the axis of revolution and to allow a relative translational movement between the inner sleeve and the outer sleeve parallel to the axis of revolution, one of the sleeves of the pair of sleeves being a coupling sleeve integral with the first raceway of the guide bearing, the other of the sleeves of the pair of sleeves being a support sleeve, integral with the first part or constituted by the first part; and a lock capable, in a nominal operating position of the clutch system, of opposing an axial disengagement movement between the complementary connecting reliefs in an axial disengagement direction.
    The pair of sleeves and the bolt which blocks them in translation constitute a blind mounting device, which makes it possible to mount the first sub-assembly equipped with the blind support sleeve on the second sub-assembly equipped with the coupling sleeve and of the guide bearing.
    Preferably, the lock is arranged axially between the first raceway and the first part.
    Preferably, the lock is arranged radially at least partially projecting outwardly relative to the complementary connecting reliefs.
    According to a particularly compact embodiment in the axial dimension, the complementary connecting reliefs are in contact in an interface zone located radially inside the first raceway and the second raceway, and axially in at least partial overlap with the first raceway and / or the second raceway, and preferably extending axially on either side of the first raceway and / or the second raceway.
    The invention finds a preferred application for double clutches with hydraulic control. Thus, according to a particularly advantageous embodiment, the clutch control comprises at least a first hydraulic actuator for moving a first set of friction elements of the clutch mechanism, and a second hydraulic actuator for moving a second set of friction elements of the clutch mechanism, the clutch control control housing defining at least a first annular hydraulic chamber for an annular piston of the first hydraulic actuator, a second annular hydraulic chamber for an annular piston of the second hydraulic actuator, the second hydraulic chamber being located radially inside the first hydraulic chamber and outside a central bore formed in the control housing for the passage of first and second input shafts of the gearbox.
    In practice, the annular piston of the first actuator is linked to the first set of friction elements of friction elements by a first rotary stop and a first force transmission member extending from the first rotary stop to the first set of friction elements. Likewise, the annular piston of the second actuator is linked to the second set of friction elements of friction elements by a second rotary stop and a second force transmission member extending from the second rotary stop to the second set of friction elements. Preferably, the second force transmission member is located axially between the first force transmission member and the second set of friction elements. Preferably, the second force transmission member is located axially between the second annular hydraulic chamber and the latch.
    Advantageously, the control housing of the clutch control has an annular wall for fixing to a gearbox housing, turned axially in a direction opposite to the clutch mechanism, the first hydraulic chamber being located radially in superposition. with the annular fixing wall, and axially between the clutch mechanism and the annular fixing wall. The annular fixing wall is preferably planar. It is preferably provided with a plurality of fixing bores parallel to the axis of revolution of the clutch system for the passage of fixing rods from the control housing to the gearbox housing.
    According to one embodiment, the first hydraulic chamber and the second hydraulic chamber can be without axial offset relative to one another. According to another embodiment, they are offset axially from one another, or even without axial overlap with each other. According to a preferred embodiment, the second hydraulic chamber can be located radially inside the annular fixing wall, and axially at least partially, and preferably completely on one side of the annular fixing wall opposite the first hydraulic chamber. The second hydraulic chamber is thus housed partially inside the gearbox, or of an unoccupied volume around the input shafts of the gearbox. According to one embodiment, the second annular hydraulic chamber is offset axially from the first annular hydraulic chamber, the latch being located radially at least partially in superposition with the first annular hydraulic chamber.
    According to a particularly advantageous embodiment, the lock comprises a movable locking member from an unlocked position in which the locking member does not hinder the axial movement of disengagement between the complementary connecting reliefs in the direction axial disengagement in a locked position, in the nominal operating position of the clutch system, in which the locking member opposes the axial disengagement movement between the complementary connecting reliefs in the axial disengagement direction, the locking member being moved from the unlocked position to the locking position by elastic relaxation of an elastic member, preferably constituted by the locking member.
    More specifically, one can in particular provide that the latch comprises an elastic stop washer having a first stop face and a second stop face turned axially opposite the first stop face, and such that in the nominal operating position of the clutch system, the first stop face is in abutment against a first axial shoulder formed on a first sleeve of the pair of sleeves and the second stop face is in abutment against a second axial shoulder formed on a second sleeve of the pair of sleeves, the first sleeve further comprising a first withdrawal groove, the elastic stop washer being able, in a pre-assembly position, of the clutch system, to be housed in the less partially in the first withdrawal groove so that the second stop face is not opposite the second shoulder, and to relax elastically when the clutch system moves from the preassembly position to the at nominal operating position.
    Preferably, the lock further comprises means for retaining the elastic stop washer in the first position of withdrawal. According to a first embodiment, the retention means comprise an assembly ring which, in the nominal operating position, is in contact with a thrust shoulder of the second sleeve, and which, in the pre-assembly position, is capable of keep the elastic stop washer in the first withdrawal position. Such an assembly ring is initially positioned so as to retain the elastic stop washer in the first withdrawal position. During assembly, the assembly ring is pushed axially by the thrust shoulder, and disappears to release the elastic stop washer which comes in its nominal position.
    Advantageously, the elastic stop washer has, in a rest position, an outside diameter less than the diameter of entry into the first withdrawal groove.
    Advantageously, the elastic stop washer is a split ring.
    According to another embodiment, the retention means comprise one or more openings formed in the first sub-assembly and passing through the first sub-assembly for the insertion of a retention tool capable of maintaining the elastic washer d in the first withdrawal position.
    In practice, the clutch system is capable of passing from the pre-assembly position to the nominal operating position by relative translation between the first sub-assembly and the second sub-assembly parallel to the axis of revolution in a direction of assembly opposite to direction of disengagement. This movement is preferably guided by the connecting reliefs of the inner sleeve and the outer sleeve.
    Preferably, the clutch system further comprises elastic means urging the first sub-assembly and the second sub-assembly in the direction of disengagement. These elastic means may include a dedicated spring, or be constituted by elastically deformable elements for connection between the clutch control and the clutch mechanism.
    The guide bearing can be positioned and formed so that the elastic means tend to increase the contact pressure between the rolling bodies of the bearing. The guide bearing can in particular be an angular contact ball bearing.
    Preferably, the second sleeve has a second withdrawal groove, the elastic stop washer being able, when the clutch system passes from the nominal operating position to a disassembly position, to elastically relax while being housed at least partially in the second withdrawal groove so that the second annular stop face is no longer opposite the first shoulder. One can thus proceed not only with blind assembly, but also with blind disassembly. Preferably, the clutch system is able to pass from the nominal operating position to the disassembly position by relative translation between the first sub-assembly and the second sub-assembly parallel to the axis of revolution in the direction of assembly.
    Preferably, the first raceway of the guide bearing is an inner raceway facing radially outward, the second raceway of the guide bearing being an outer raceway facing radially inward.
    The second race is preferably formed on a fixed ring, for example hooped, on or in the second part, or is formed by the second part. Similarly, the first raceway is preferably formed on a fixed ring, for example hooped, on or in the coupling sleeve, or is formed by the coupling sleeve.
    According to one embodiment, the first sub-assembly is the clutch mechanism and the second sub-assembly is the clutch control, the second part preferably being a housing of the clutch control.
    Alternatively, the first sub-assembly is the clutch control and the second sub-assembly is the clutch mechanism, the first part preferably being a housing of the clutch control.
    Blind mounting between the sleeves is particularly advantageous when the clutch control housing has a fixing wall provided with a plurality of fixing bores parallel to the axis of revolution for the passage of fixing screw for fixing the control housing to a gearbox housing, these fixing bores being preferably covered by the clutch mechanism in the nominal operating position. It is then in fact possible to first mount the clutch control on the gearbox housing, before mounting the clutch mechanism on the clutch control.
    According to one embodiment, the first axial shoulder formed on the first sleeve of the pair of sleeves is constituted by a wall of the first withdrawal groove.
    The elastic stop washer is preferably such that in the disassembly position, and following its relaxation, it is completely out of the first withdrawal groove.
    According to another aspect of the invention, it relates to a method of assembling or disassembling an assembly comprising a clutch system as previously described, and a gearbox housing, characterized in what:
    the first ring of the guide bearing is shrunk onto the coupling sleeve and the second ring of the guide bearing on the second part, so that the guide bearing and the coupling sleeve are mounted on the second sub-assembly ;
    positioning the elastic stop washer in the first withdrawal position in the first withdrawal groove;
    the first sub-assembly equipped with the support sleeve and the second sub-assembly equipped with the coupling sleeve are brought together axially from each other so that the support sleeve and the coupling sleeve interpenetrate by causing the elastic stop washer to relax in the nominal operating position.
    Preferably, the approximation step consists in axially bringing the clutch mechanism closer to the clutch control previously secured to the gearbox casing.
    BRIEF DESCRIPTION OF THE FIGURES Other characteristics and advantages of the invention will emerge on reading the description which follows, with reference to the appended figures, which illustrate:
    FIG. 1, a clutch system according to an embodiment of the invention, in an axial section plane, in a nominal operating position, comprising a first sub-assembly constituted by a clutch control and a second sub-assembly constituted by a clutch mechanism;
    Figure 2, a detail of a lock of the clutch system of Figure 1;
    Figure 3, the clutch mechanism of the clutch system of Figure 1, in a first step of assembly before assembly on the clutch control;
    Figure 4, the clutch mechanism of the clutch system of Figure 1, in a second assembly step before assembly on the clutch control;
    FIG. 5, the clutch mechanism arranged opposite and at a distance from the clutch control in a third step of assembling the clutch system of FIG. 1;
    Figure 6, a fourth step in the assembly of the clutch system of Figure 1, following an axial movement of approximation between the clutch mechanism and the clutch control;
    Figure 7, a fifth step of assembling the clutch system of Figure 1, implementing an assembly tool to reach the nominal operating position of Figure 1;
    Figure 8, a step of dismantling the clutch system of Figure 1;
    Figure 9, a first variant of the clutch mechanism, viewed in the step corresponding to Figure 5;
    Figure 10, a second variant of the clutch mechanism, viewed in the step corresponding to Figure 5;
    FIG. 11, a clutch system according to another embodiment of the invention, in an axial section plane, in a nominal operating position;
    FIG. 12, a clutch system according to another embodiment of the invention, in an axial section plane, in a nominal operating position; and FIG. 13, a clutch system according to another embodiment of the invention, in an axial section plane, in a nominal operating position, comprising a first subassembly constituted by a clutch mechanism and a second sub -all consisting of a clutch control.
    For clarity, identical or similar elements are identified by identical reference signs in all of the figures.
    DETAILED DESCRIPTION OF EMBODIMENTS In FIG. 1 is illustrated a wet clutch system 10 comprising a clutch mechanism 12 guided in rotation around an axis of revolution 100, and a clutch control mechanism 14 of the clutch mechanism.
    The clutch mechanism comprises an inlet member 16, a first outlet member 18 and a second outlet member 20 aligned on the axis of revolution. The input member 16 is intended to be connected to an internal combustion engine crankshaft by means of a mechanism for damping torque fluctuations (not shown), which may for example include a flywheel and springs. The input member 16 may comprise for this purpose an interface constituted by internal or external splines 16.1, formed on a hub 22 and intended for the connection in rotation with an element of the mechanism for damping torque fluctuations having splines complementary. The first output member 18 is intended to be mounted on a first input shaft 24 of a gearbox while the second output member 20 is intended to be mounted on a second input shaft 26 of the gearbox gears, coaxial with the first input shaft of the gearbox. The coupling in rotation between each output member 18, 20 and the corresponding input shaft 24, 26 can for example be achieved by grooves 18.1, 20.1, constituting an output interface of each output member, cooperating with complementary grooves 24.1, 26.1 formed respectively on each corresponding input shaft 24, 26.
    The clutch mechanism 12 includes a first wet friction clutch 28 having a first set of one or more friction elements 30 located radially away from the input interface 16.1 from the input member 16 and output interfaces 18.1, 20.1 of the output members 18, 20 and movable between a disengaged position and a engaged position for coupling or uncoupling the input member 16 and the first output member 18.
    The clutch mechanism 12 further comprises a second wet friction clutch 32 comprising a second set of one or more friction elements 34 located radially inside the first set of friction elements 30, at a distance of the input interface 16.1 of the input member 16 and of the output interfaces 18.1, 20.1 of the output members 18, 20, and movable between a disengaged position and a engaged position for coupling or uncoupling the member d inlet 16 and the second outlet member 20.
    The first set of friction elements 30 and the second set of friction elements 34 are housed in an input disc holder 36, which is fixed to an input web 38 of the member inlet 16. The inlet member 16 here consists of several parts, in this case the hub 22 and the web 38, fixed to each other by welding. However, other fixing means can be envisaged, if necessary with fixing elements. One can also consider an input member 16 of a room.
    The friction elements 30 of the first set are coupled in rotation to a first outlet disc holder 40 constituting the outer periphery of the first outlet member 18, made in one piece with a first outlet web 42 which s extends radially from the first set of friction elements 28 to the first outlet interface 18.1 of the first outlet member 18. The first outlet member 18, comprising the first outlet interface 18.1, the first outlet web 42 and the first disc carrier outlet 40, may consist of one or more parts fixed to each other by any suitable means, if necessary with fixing elements, or preferably by welding, as illustrated in the figures.
    Similarly, the friction elements 34 of the second set are coupled in rotation to a second outlet disc holder 44 which constitutes the outer periphery of the second outlet member 20, connected to the second outlet interface 20.1 of the second outlet member 20 by a second outlet web 46 extending radially. The second outlet member 20, comprising the second outlet interface 20.1, the second outlet wall 46 and the second outlet disc holder 44, may consist of one or more parts fixed to each other by any suitable means, the if necessary with fixing elements, or preferably by welding, as illustrated in the figures.
    The clutch control 14 includes at least a first hydraulic actuator 48 for moving the first set of friction elements 30 axially at least from the disengaged position to the engaged position or from the engaged position to the disengaged position, and a second hydraulic actuator 50 for moving the second set of friction elements 34 axially at least from the disengaged position to the engaged position or from the engaged position to the disengaged position.
    The clutch control 14 includes a one-piece control housing 52 defining at least a first annular hydraulic chamber 54 for an annular piston 56 of the first hydraulic actuator 48, a second annular hydraulic chamber 58 for an annular piston 60 of the second actuator hydraulic 50, a fixing wall 62 intended to be fixed in contact with an outer wall of a gearbox casing 64, symbolically represented in FIG. 1. The second hydraulic chamber 58 is located radially inside the first hydraulic chamber 54 and outside a central bore 65 formed in the control housing 52 for the passage of the first and second input shafts of the gearbox 24, 26. The fixing wall 62 is provided a plurality of fixing bores 66 parallel to the axis of revolution 100 of the clutch system 10 for the passage of screws 68 fixing the control housing 52 to the gearbox housing 64, intended to be screwed into threaded holes 69 formed in the gearbox casing 64. The fixing bores 66 are arranged, relative to the axis of revolution 100, radially outside the annular hydraulic chambers 54, 58 The clutch mechanism 12 is located axially between the input member 16 and the fixing wall 62, and covers the fixing bores 66, hampering access to the fixing screws 68. The fixing wall 62 defines a transverse bearing face 62.1 on the gearbox casing 64. This bearing face 62.1 is substantially planar and defines a bearing plane P. The first annular hydraulic chamber 54 and the second annular hydraulic chamber 58 are located from the same side of the plane P, in this case the same side of the plane P as the clutch mechanism 12. The one-piece control housing 52 further defines a centering face 52.1 on the gearbox housing 64. This face of centering 52.1 is preferably cylindrical or frustoconical, if necessary with reliefs of angular indexing (not illustrated).
    The annular piston 56 of the first actuator 48 is linked to the first set of friction elements 30 by a first rotary stop 70 and a first force transmission member 72 extending at least radially from the first rotary stop 70 to first set of friction elements 30.
    The annular piston 60 of the second actuator 50 is linked to the second set of friction elements 34 by a second rotary stop 74 and a second force transmission member 76 extending at least radially from the second rotary stop 74 to second set of friction elements 34. The second hydraulic actuator 50, the second rotary stop 74 and the second force transmission member 76 are located radially inside the first hydraulic actuator 48, the first rotary stop 70 and the first force transmission member 72, respectively.
    Elastic means, here in the form of a Belleville washer 78 exert forces between the clutch mechanism 12, here the input disc holder 36, and the clutch control 14, here the first member of force transmission 72, tending to move the clutch mechanism 12 and the clutch control 14 away from each other parallel to the axis 100. These elastic means 78 are in particular necessary to ensure a minimum axial load on the rotary stops 70, 74 in all states of the clutch control 14, and tend to separate the clutch mechanism 12 and the clutch control from each other
    14.
    The guiding in rotation of the parts of the clutch mechanism 12 around the axis of revolution 100 of the clutch system 10 is achieved by a guide bearing 80, here a ball bearing with angular contact or a bearing with deep groove balls, having an inner race 80.11 formed on an inner ring 80.1 hooped on a coupling sleeve 82, an outer race 80.21 formed on an outer ring 80.2 hooped in a bore of the input disc holder 36 and rolling bodies 80.3 guided by the raceways 80.11,80.21.
    As illustrated in detail in Figure 2, the coupling sleeve 82 has on its inner wall connecting reliefs 84 which cooperate with complementary connecting reliefs 86 formed on an outer wall of a support sleeve 88 hooped in a barrel formed by the control housing 52 (see also Figure 6). The connection reliefs 84 are formed so that they allow axial sliding, if necessary with friction, between the coupling sleeve 82 and the support sleeve 88, parallel to the axis of revolution, while binding in rotation of the two sleeves 82, 88. It may especially be one or more guide grooves, of rectangular or triangular profile, cooperating with ribs of complementary profile.
    The axial movement of the sleeves 82, 88 is limited in a spacing direction by a latch 89 comprising a locking member constituted here by an elastic stop washer 90.
    In the nominal operating position of Figure 1, the elastic stop washer 90 is partially positioned in a first withdrawal groove 92 of the lock 89, formed on a first of the two sleeves, here the coupling sleeve 82 , and partially projecting from the first withdrawal groove 92 to come into radial abutment against a cylindrical surface 94 of the latch 89, formed on the second of the two sleeves, here the support sleeve 88.
    The elastic stop washer 90 has, at rest, an outer diameter less than the entry diameter in the first withdrawal groove 92. In other words, the elastic stop washer 90, in a relaxed state , does not enter the first withdrawal groove 92. In the nominal operating position of FIG. 1, the elastic stop washer 90 is partially constrained, due to its radial support on the cylindrical bearing surface 94. For example, the spring washer 90 is a split ring.
    Due to the axial forces induced by the elastic means 78, a first flat stop face 90.1 of the elastic stop washer 90, turned axially opposite the clutch control 14, is in axial support against a wall 92.1 of the first withdrawal groove 92, constituting a first axial shoulder of the first sleeve 82. The projecting part of the elastic stop washer 90 is moreover in axial support, by a second flat stop face 90.2 opposite at the first flat stop face 90.1, against a second shoulder 96 of the latch 89, formed on the second sleeve 88.
    The elastic stop washer 90, in the position of Figures 1 and 2, prohibits an axial spacing movement between the two sleeves 82, 88. The position illustrated in Figure 1 is therefore a stable position, in the measure where the action of the elastic means 78 which tend to separate the clutch mechanism 12 and the clutch control from one another has the effect of generating contact forces between the first shoulder 92.1 and the first stop face 90.1 and between the second stop face 90.2 and the second shoulder 96, which block this axial spacing movement.
    Finally, in FIGS. 1 and 2, an assembly ring 98 with an L-shaped profile is distinguished, which bears against a thrust shoulder 99 of the second sleeve 88. The function of the assembly ring 98 will now appear in the description which follows of the successive operations of assembling the clutch system with reference to FIGS. 3 to 7.
    In Figure 3, the clutch mechanism 12 is already preassembled and equipped with the guide bearing 80, the outer ring is hooped in the input disc holder 36 and the inner ring is hooped on the sleeve d 'coupling 82. The elastic stop washer 90 has just been elastically deformed to be engaged in the first withdrawal groove 92, by a tool not shown in the figure. The assembly ring 98 is presented in alignment with the axis of revolution 100 (FIG. 3), before being positioned on the inner periphery of the elastic stop washer 90 (FIG. 4), so as to maintain the elastic stop washer 90 inside the first withdrawal groove 92.
    FIG. 5 illustrates a first sub-assembly 101, constituted by the clutch control 14, which is already assembled on the gearbox casing 64 using the fixing screws 68, and equipped of the support sleeve 88, shrunk into the housing 52 of the clutch control, and, at a distance from the first assembly 101, in the axial alignment defined by the axis of revolution 100, a second sub-assembly 102, constituted by the clutch mechanism 12, which is already equipped with the elastic stop washer 90 and the assembly ring 98, after the steps of FIGS. 3 and 4. The input shafts 24, 26 have been deliberately omitted here. for the sake of simplification.
    The next step of the assembly consists in bringing the first subset 101 and the second subset 102 together, in order to reach the nominal operating position of FIG. 1, by relative axial translational movement between the two subsets. 101, 102 in a direction of approximation 200. This approximation allows the engagement of the connection reliefs 84 with the complementary connection reliefs 86, then the sliding of the first sleeve 82 on the second sleeve 88. The assembly ring 98 comes into contact with the thrust shoulder 99 as illustrated in FIG. 6, then disappears when the axial movement of approximation between the first sub-assembly 101 and the second sub-assembly 102 continues. By erasing, the assembly ring 98 releases the elastic stop washer 90 which partially relaxes by reducing its diameter until it comes into contact with the second sleeve 88. The force transmission members 72, 76 come into support against the rotary stops 70, 74, tensioning the elastic means 78 which tend to separate the two subassemblies 101, 102 from one another in a direction of separation 300 opposite to the direction of approximation 200. The efforts of elastic means 78 are transmitted at the level of the elastic stop washer 90 which finds its position in radial support against the cylindrical seat 94 and in axial support against the second shoulder 96.
    Illustrated in Figure 7 a tool 104 for precisely stopping the axial movement of approach as soon as the nominal operating position of Figure 1 is reached. This tool 104 has a support 106 which has just been fix relative to a reference point constituted by the gearbox casing 64, and a positioning screw 108, bearing against a support cap 110 temporarily placed on the end of the hub 22. The positioning screw 108 is rotated until the desired axial position X of the second subset 102 relative to the first subset 101 is precisely reached.
    At the end of this assembly step, the guide bearing 80, the pair of sleeves 82, 88 and the latch 89 constitute a connecting device between a first part of the first sub-assembly 101, namely here the control housing 52 of the clutch control 14, and a second part of the second sub-assembly 102, in this case the input disc holder 36.
    Optionally, the lock 89 may include a second withdrawal groove 112 formed on the second sleeve 88, and preferably adjacent to the cylindrical seat 94. This second withdrawal groove allows the disassembly of the clutch system. It is in fact dimensioned to receive the elastic stop washer 90 in its undeformed state. In practice, disassembly is initiated from the nominal operating position of FIG. 1 by forcing a movement of approach between the clutch mechanism and the clutch control, which has the effect of pushing the elastic stop washer 90 in the direction of approach 200 to the right in FIG. 1, until the elastic stop washer 90 is at the level of the second withdrawal groove 112, into which it penetrates by relaxing, as illustrated in FIG. 8. The elastic stop washer 90 is then completely extracted from the first withdrawal groove 92, and, in particular, is no longer opposite the first shoulder 92.1, which releases the clutch mechanism 12. It it then becomes possible to pull the clutch mechanism 12 in the direction of separation 300 and extract it.
    In addition to the guide bearing 80 between the clutch mechanism 12 and the clutch control 14, various other bearings can be provided, to ensure the recovery of forces and guidance between the adjacent rotating parts. Provision is thus made in particular for a needle bearing 114 between the second outlet member 20 and the first outlet member 18, a roller bearing 116 between the inlet member 16 and the first outlet member 18, and a needle bearing
    118 between the second output member 20 and the coupling sleeve 82 and a needle bearing 120 between the support sleeve 88 and the second input shaft 26 of the gearbox. The structure of the rotating guide members 114, 116, 118, 120 may be any, and in particular include ball bearings, cylindrical or tapered roller bearings, or needle bearings, as well as plain bearings.
    FIG. 9 illustrates a first variant, in which the assembly ring 98 is dispensed with. As illustrated, the second sleeve 88 is provided with a chamfer 122 which produces a cylindrical ramp which allows progressive deformation of the elastic stop washer 90 from the position illustrated in FIG. 10 to a position similar to that of FIG. 1, when the clutch mechanism 12 is brought closer to the clutch control 14.
    FIG. 10 illustrates a second variant, according to which the elastic stop washer 90 is maintained in the diametrical extension position in the first withdrawal groove 92 during assembly using a tool holding device 124 which passes through openings 126, 128, 130, 132 provided for this purpose in the inlet member 16, the first outlet member 18, the second outlet member 20 and the first sleeve 82.
    Figure 11 illustrates a third variant, which differs from the previous embodiments by the relative positioning of the first annular hydraulic chamber 54 and the second hydraulic chamber 58. While the two chambers were previously in axial overlap, they are positioned according to FIG. 11 in axial offset from one another, or even without axial overlap, on either side of the transverse support plane P defined by the fixing wall 62. More specifically, the second hydraulic chamber 58 is located radially inside the annular fixing wall 62, (in other words: closer to the axis of revolution 100 than the annular fixing wall 62) and axially at least partially, and preferably completely on one side of the plane P of the annular fixing wall 62 opposite the first hydraulic chamber 54, overlapping with the centering face 52.1. We thus take advantage of a volume 400 available at the input of the gearbox, around the input shafts 24, 26 to house the second hydraulic chamber 58, which frees up space for housing the lock, which is located radially at least partially in superposition with the second hydraulic chamber, axially between the bearing 80 and the second hydraulic chamber 58. Where appropriate, the one-piece control housing 52 further defines a centering face 52.1 on the gearbox housing 64 The centering face 52.1 is preferably cylindrical or frustoconical, where appropriate with reliefs for angular indexing (not shown).
    The embodiments of Figures 1 to 11 all implement an elastic stop washer 90 which is elastically deformed from a rest position of minimum diameter to a position of maximum diameter in the first withdrawal groove 92, and which returns to its position of minimum diameter by elastic relaxation during disassembly.
    The embodiment of Figure 12 illustrates the use of an elastic stop washer 90 which is elastically deformed from a rest position of maximum diameter to a position of minimum diameter in the first withdrawal groove 92, and which returns to its position of maximum diameter by elastic relaxation during disassembly. In this case, the first sleeve, in which the first withdrawal groove 92 is formed, is the inner sleeve (here the support sleeve 88), while the second sleeve, in which the second shoulder and the second groove are formed. withdrawal as well as the thrust shoulder, is the outer sleeve (here the coupling sleeve 82).
    In the previous embodiments, the first sub-assembly 101 carrying the support sleeve 88 is constituted by the clutch control 14 and the second sub-assembly 102 carrying the guide bearing 80 and the coupling sleeve 82, is constituted by the clutch mechanism 12. However, the reverse is also possible, as illustrated by the embodiment of FIG. 13, for which the first sub-assembly 101 carrying the support sleeve 88 is constituted by the clutch mechanism 12 and the second sub-assembly 102, carrying the guide bearing 80 and the coupling sleeve 82, is constituted by the clutch control 14. In this embodiment, the guide bearing 80, the pair of sleeves 82, 88 and the latch 89 constitute a connection device between a first part of the first sub-assembly 101, namely here the input disc holder 36, and a second part of the second sub-assembly 102, in the cash control box 52 of the clutch control
    14.
    Naturally, the examples shown in the figures and discussed above are given only by way of illustration and not by way of limitation. It is explicitly provided that the various embodiments illustrated can be combined with one another to propose others. Various variants are possible.
    The attachment of the outer ring 80.1 of the guide bearing 80 to the coupling sleeve 82 can be carried out by any suitable means, in particular by shrinking, complementary shapes, bonding, or even with fixing elements. Likewise, the attachment of the support sleeve 88 to the housing 52 of the clutch control 14 can be carried out by any means, in particular by shrinking, complementary shapes, bonding, or even with fixing elements.
    The guide bearing 80 can be of any suitable type, and in particular with rollers.
    The elastic means 78 can if necessary be integrated into the first set of friction elements 30 or the second set of friction elements 34 in the form of wavy washers interposed between the friction elements of the first set of friction elements. friction 30 and the second set of friction elements 34.
    The stopping of the axial movement of the first sub-assembly 101 upon reaching the nominal operating position of FIG. 7 can be controlled by a movement when a reference dimensional dimension is reached, or by an effort, when a reference thrust force is reached, or even by a noise, corresponding to the click perceptible when the elastic stop washer 90 is released. The tool 104 can be of any suitable type.
    The lock 89 may include more than one movable part, for example an elastically deformable part causing a locking part.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    Clutch system (10) comprising a first sub-assembly (101) and a second sub-assembly (102), one of the first and second sub-assemblies being a clutch mechanism (12) capable of rotating around a 'an axis of revolution (100) of the clutch system (10), the other of the first and second sub-assemblies being a clutch control (14), and a device for connecting a first part of the first sub-assembly assembly (101) and a second part of the second sub-assembly (102), the connection device comprising: a guide bearing (80) comprising a first raceway (80.1) fixed in rotation relative to the first part and a second raceway (80.2) fixed in rotation with respect to the second part, and rolling bodies capable of rolling on the first raceway and the second raceway, a pair of sleeves consisting of an inner sleeve (82, 88) and an outer sleeve (88, 82) at least partially fitted on the sleeve inner, the inner sleeve and the outer sleeve (82, 88) being provided with complementary connecting reliefs (84, 86) cooperating so as to secure the outer sleeve and the inner sleeve (82, 88) to each other in rotation about the axis of revolution (100) and to allow a relative translational movement between the inner sleeve and the outer sleeve (82, 88) parallel to the axis of revolution (100), one of the sleeves the pair of sleeves being a coupling sleeve (82) integral with the first raceway (80.1) of the guide bearing (80), the other of the sleeves of the pair of sleeves being a support sleeve (88), integral of the first part or consisting of the first part, characterized in that the connection device further comprises a lock capable, in a nominal operating position of the clutch system, of opposing an axial disengagement movement between the complementary connecting reliefs (84, 86) in one direction axial disengagement (300).
    Clutch system according to claim 1, characterized in that the lock is disposed axially between the first raceway (80.1) and the first part.
    Clutch system according to any one of the preceding claims, characterized in that the lock is arranged radially at least partially projecting outwardly relative to the complementary connecting reliefs (84, 86).
    Clutch system according to any one of the preceding claims, characterized in that the complementary connection reliefs (84, 86) are in contact in an interface zone located radially inside the first raceway and the second raceway, and axially at least partially overlapping with the first raceway and / or the second raceway, and preferably extending axially on either side of the first raceway and / or the second raceway of rolling.
    Clutch system according to any one of the preceding claims, characterized in that the clutch control comprises at least a first hydraulic actuator (48) for moving a first set of friction elements (30) of the clutch mechanism (12), and a second hydraulic actuator (50) for moving a second set of friction elements (34) of the clutch mechanism (12), the control housing (52) of the clutch control (14) defining at least a first annular hydraulic chamber (54) for an annular piston (56) of the first hydraulic actuator (48), a second annular hydraulic chamber (58) for an annular piston (60) of the second hydraulic actuator (50), the second hydraulic chamber (58) being located radially inside the first hydraulic chamber (54) and outside a central bore (65) formed in the control housing (52) for the passage of a first and a second gearbox input shaft (2 4, 26).
    Clutch system according to claim 5, characterized in that the control housing (52) of the clutch control (14) has an annular wall for fixing (62) to a gearbox housing (64), turned axially in a direction opposite to the clutch mechanism (12), the first hydraulic chamber being located radially in superposition with the annular fixing wall (62), and axially between the clutch mechanism (12) and the annular fixing wall (62), the second hydraulic chamber being located radially inside the annular fixing wall (62), and axially at least partially, and preferably completely on one side of the annular fixing wall opposite the first chamber hydraulic.
    Clutch system according to claim 5, characterized in that the second annular hydraulic chamber (58) is axially offset from the first annular hydraulic chamber (54), the latch (89) being located radially at least partially in superposition with the first annular hydraulic chamber (54).
    Clutch system according to any one of the preceding claims, characterized in that the lock comprises a movable locking member from an unlocked position in which the locking member does not hamper the axial movement of disengagement between the reliefs complementary links (84, 86) in the axial disengagement direction (300) in a locked position, in the nominal operating position of the clutch system, in which the locking member opposes the axial disengagement movement between the complementary connecting reliefs (84, 86) in the axial direction of disengagement (300), the locking member being moved from the unlocked position to the locking position by elastic relaxation of an elastic member, preferably constituted by the locking member.
    9. Clutch system according to any one of the preceding claims, characterized in that the lock comprises: an elastic stop washer [90] having a first stop face [90.1] and a second stop face [ 90.2] rotated axially opposite the first stop face (90.1], and such that in the nominal operating position of the clutch system (10], the first stop face (90.1] is pressed against a first axial shoulder (92.1] formed on a first sleeve of the pair of sleeves (82, 88] and the second stop face (90.2] is in abutment against a second axial shoulder (96] formed on a second sleeve of the pair of sleeves (82, 88], the first sleeve further comprising a first withdrawal groove (92], the elastic stop washer (90) being able, in a pre-assembly position, of the clutch system, to be at least partially accommodate in the first withdrawal groove (92] so that the second stop face (90.2] is not not facing the second shoulder (96], and to relax elastically when the clutch system (10] passes from the pre-assembly position to the nominal operating position.
    10. Clutch system according to claim 9, characterized in that the lock further comprises means for retaining the elastic stop washer (90] in the first withdrawal position, the retention means preferably comprising:
    an assembly ring (98] which, in the nominal operating position, is in contact with a thrust shoulder (99] of the second sleeve, and which, in the pre-assembly position, is capable of holding the elastic washer of stop (90] in the first withdrawal position; or one or more openings (126, 128, 130] formed in the first sub-assembly and passing through the first sub-assembly for the insertion of a retention tool capable of maintaining the elastic stop washer (90] in the first withdrawal position.
    11. Clutch system according to any one of the preceding claims, characterized in that the second sleeve has a second withdrawal groove (112), the elastic stop washer (90) being suitable, when the clutch system (10) passes from the nominal operating position to a disassembly position, to elastically relax by being housed at least partially in the second withdrawal groove (112) so that the second annular stop face (90.2) n is closer to the first shoulder (92.1).
    12. Clutch system according to claim 11, characterized in that the clutch system (10) is capable of passing from the nominal operating position to the disassembly position by relative translation between the first sub-assembly (101) and the second sub-assembly (102) parallel to the axis of revolution in the direction of assembly (200).
    13. Clutch system according to any one of the preceding claims, characterized in that the first sub-assembly (101) is the clutch mechanism (12) and the second sub-assembly (102) is the control of clutch (14), the second part preferably being a housing (52) of the clutch control (14).
    14. Clutch system according to any one of claims 1 to 12, characterized in that the first sub-assembly (101) is the clutch control (14) and the second sub-assembly (102) is the mechanism of 'clutch (12), the first part preferably being a housing (52) of the clutch control (14).
    15. Clutch system according to any one of claims 13 to 14, characterized in that the clutch control housing comprises a fixing wall (62) provided with a plurality of fixing bores (66) parallel to the axis of revolution (100) for the passage of fixing screws (68) for fixing the control housing (52) to a gearbox housing (64), preferably being covered by the clutch mechanism (12) in the nominal operating position.
    16. Clutch system according to any one of the preceding claims, characterized in that the first axial shoulder (92.1) formed on the first sleeve of the pair of sleeves (82, 88) is constituted by a wall of the first withdrawal groove (92).
    1/11
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    4/11
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    5/11
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    7/11
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    9/11
    11/11
    11/11
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    引用文献:
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    JP2010210005A|2009-03-10|2010-09-24|Aisin Seiki Co Ltd|Hydraulic clutch release device|
    DE102010052384A1|2009-11-24|2011-05-26|Schaeffler Technologies Gmbh & Co. Kg|About torque meeting facility|
    EP2469114A1|2010-12-21|2012-06-27|BorgWarner Inc.|Coupling device|
    DE102014219948A1|2014-10-01|2016-04-07|Schaeffler Technologies AG & Co. KG|Driver unit and coupling device|
    FR2919573B1|2007-08-01|2010-03-12|Valeo Embrayages|ARRANGEMENT FOR FASTENING A MODULAR CLUTCH DEVICE TO A MOUNTED SHAFT|
    DE102012210523A1|2011-07-11|2013-01-17|Schaeffler Technologies AG & Co. KG|disengaging|
    DE102014203400A1|2014-02-25|2015-08-27|Volkswagen Aktiengesellschaft|Gear arrangement for a motor vehicle|
    JP6707458B2|2014-03-18|2020-06-10|シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲーＳｃｈａｅｆｆｌｅｒ Ｔｅｃｈｎｏｌｏｇｉｅｓ ＡＧ ＆ Ｃｏ． ＫＧ|Bearing and method for removing clutch operating system|
    DE102014215895B3|2014-08-11|2015-04-16|Schaeffler Technologies Gmbh & Co. Kg|Transport lock for input / release systems|
    DE102015200814A1|2015-01-20|2016-07-21|Schaeffler Technologies AG & Co. KG|Friction clutch with a pressure plate assembly and method for mounting a pressure plate assembly to a counter-pressure plate of an internal combustion engine|FR3081948B1|2018-05-31|2020-11-27|Valeo Embrayages|TORQUE TRANSMISSION SYSTEM AND TRANSMISSION INCLUDING SUCH A TORQUE TRANSMISSION SYSTEM|
    FR3093778A1|2019-03-13|2020-09-18|Valeo Embrayages|Clutch module comprising a device for axially locking a force transmission member relative to a disc carrier|
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    法律状态:
    2018-01-02| PLFP| Fee payment|Year of fee payment: 2 |
    2018-04-20| PLSC| Publication of the preliminary search report|Effective date: 20180420 |
    2019-12-31| PLFP| Fee payment|Year of fee payment: 4 |
    2020-12-31| PLFP| Fee payment|Year of fee payment: 5 |
    2021-12-31| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1660152A|FR3057634B1|2016-10-19|2016-10-19|CLUTCH SYSTEM, AND METHOD FOR MOUNTING A CLUTCH SYSTEM|
    FR1660152|2016-10-19|PCT/EP2017/076417| WO2018073211A1|2016-10-19|2017-10-17|Clutch system and method of mounting a clutch system|
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