• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a double-clutch mechanism (10) in which each actuating system (300A, 300B) comprises a pressure chamber (750A, 750B) arranged to receive a pressurized fluid, a piston (105, 205) axially movable in the pressure chamber (750A, 750B) for engaging or disengaging the corresponding clutch (100, 200), a balancing chamber (700A, 700B) located opposite the pressure chamber (750A, 750B) ) relative to the piston (105, 205), and an elastic return member (800A, 800B) housed in the balancing chamber and arranged to exert an axial force against said piston (105, 205). According to the invention, the piston (105, 205) of each actuating system (300A, 300B) is formed by a first portion (105P, 205P) extending radially outwardly of the pressure chamber and a second portion part (105Q, 205Q) located radially inside the first part (105P, 205P). The second portion (105Q, 205Q) of the piston (105, 205) is integrally fixed to said first portion (105P, 205P) by a connecting means (400A, 400B) which partially delimits the corresponding balancing chamber. The invention also relates to a transmission system (1) comprising such a dual clutch mechanism (10).
    公开号:FR3062694A1
    申请号:FR1751017
    申请日:2017-02-07
    公开日:2018-08-10
    发明作者:Laurent Caumartin；Rabah Arhab；Herve RIBOT；Nicolas Depoilly；Alexandre Guilhem
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    Technical area
    The present invention relates to a compact double clutch mechanism as used in the automotive field. The invention also relates to a transmission system incorporating such a double clutch mechanism.
    State of the art
    Clutch mechanisms are known comprising a clutch in rotation about an axis of rotation and a force generator arranged to configure the clutch in a configuration known as disengaged or engaged by means of a moving part, called piston , allowing the force generated at the force generator to be transmitted to said clutch.
    In known manner, an actuation system can be formed by a hydraulic force generator comprising (i) a pressure chamber arranged to receive a pressurized fluid, (ii) a piston movable axially in the pressure chamber and extending radially outside the pressure chamber in order to engage or disengage the clutch, (iii) a balancing chamber situated opposite the pressure chamber relative to the piston, the balancing chamber comprising an elastic return element making it possible to generate a force, called a return force, against the piston.
    The balancing chamber is supplied with a hydraulic fluid called cooling making it possible to lubricate said balancing chamber as well as the other components of the clutch mechanism. To do this, the hydraulic cooling fluid is routed in particular to the balancing chamber by means of so-called low pressure fluid conduits.
    Conversely, the pressure chamber is supplied with a pressurized hydraulic fluid in order to allow the displacement of the piston between a first position corresponding to a clutched configuration of the clutch and a second position corresponding to a disengaged configuration of the clutch. To do this, the pressurized hydraulic fluid is conveyed to the pressure chamber via so-called high pressure fluid lines.
    Thus the piston of each actuation system is a piece of complex shape which extends from the pressure and balancing chambers to the corresponding clutch. Document DE 10 2008 022 525 A1 is known which describes a piston in two parts connected together outside the balancing chamber. The drawback of this configuration is linked to the forces applied to the area of attachment of the two parts of the piston during the operation of the clutch mechanism, mainly of the bending type. These bending forces lead to fatigue work in the area of attachment of the two parts of the piston. This results in a premature break in the connection of the two parts of the piston and the breakages of the clutch mechanism.
    The object of the present invention is to respond at least in large part to the above problems and also to lead to other advantages by proposing a new double-clutch mechanism to solve at least one of these problems, in particular to reduce the work in fatigue. at the attachment area of the two parts of the piston.
    Another object of the present invention is to reduce the radial and longitudinal dimensions of such a clutch mechanism.
    Statement of the invention
    According to a first aspect of the invention, at least one of the abovementioned objectives is achieved with a double clutch mechanism comprising:
    - a first clutch rotating around a longitudinal axis;
    - a second clutch rotating around the longitudinal axis;
    - a first actuation system arranged to engage or disengage the first clutch;
    - a second actuation system arranged to engage or disengage the second clutch;
    - each actuation system including:
    o a pressure chamber arranged to receive a pressurized fluid;
    a piston movable axially inside the pressure chamber, said piston being formed by: a first part extending radially outside the pressure chamber in order to engage or disengage the corresponding clutch, and a second part located radially inside the first part and collaborating with the pressure chamber, said second part being fixedly attached to said first part;
    o at least one connecting means interposed between the first part and the second part of the piston;
    o a balancing chamber located opposite the pressure chamber relative to the second part of the piston.
    According to the present invention, the connecting means partially delimits the corresponding balancing chamber. In other words, it is located, at least radially and / or at least in part, at the level of the balancing chamber. This particular configuration makes it possible to link the two parts of a piston through a connection which is advantageously located at an area along which the mechanical forces resulting from the operation of the corresponding actuation system are not harmful to said bond. In this configuration, the first and the second part of the piston delimiting the pressure chamber undergo the mechanical action of the pressurized fluid so that no bending stress is applied in the fixing zone and / or on the connection means . More particularly, the mechanical forces acting on the connecting means of the two parts of the piston are preferably of the traction and / or compression type inside the balancing chamber, making it possible to apply less force to said connecting means. Subsequently, the connecting means is less stressed and its damage by fatigue of the materials is therefore less rapid compared to the configurations of the prior art presented above.
    As a result, this advantageous configuration in two parts of a double clutch mechanism piston according to the first aspect of the invention makes it possible to reduce the lateral dimensions of said piston - at least at the level of its first part - making it possible subsequently to reduce the dimensions axial and / or radial of the balancing chamber.
    In the following description and in the claims, the following terms will be used without limitation and in order to facilitate understanding:
    - "longitudinal" to characterize a direction and / or an elongation of a part which is parallel to a longitudinal axis O,
    - "radial" to characterize a direction and / or an elongation of a part which is orthogonal to the longitudinal axis O and therefore parallel to a transverse axis T, which is orthogonal to the longitudinal axis O.
    It will be understood in this that the longitudinal axis O and the transverse axis T participate in a geometric coordinate system R of the description of the present invention.
    Likewise, in the following description and in the claims, the following terms will be used without limitation and in order to facilitate understanding:
    - “front” AV or “rear” AR in a direction relative to an axial orientation determined by the longitudinal axis O which is the main axis of rotation of the transmission system, “the rear” designating the part situated to the right figures, on the side of the transmission, and the "front" AV designating the left part of the figures, on the side of the engine; and
    - "inside / inside" and / or "outside / outside" with respect to the transverse axis T and along the transverse axis T, "inside" designating a proximal part of the longitudinal axis O and "l 'exterior' designating a distal part of the longitudinal axis O.
    The double clutch mechanism according to the first aspect of the invention may advantageously comprise at least one of the improvements below, the technical characteristics forming these improvements can be taken alone or in combination:
    the means for connecting a piston of at least one actuation system is equipped with means for centering the second part and the first part of said piston with respect to the longitudinal axis in order to allow radial positioning optimal of the first part against the second part of the piston;
    - The centering means is of the type of a shoulder formed in the first part of the piston which receives the second part of said piston;
    - The second part of the piston bears radially against an inner radial extension surface of the first part of said piston;
    - The second part of the piston is in axial support against an inner radial extension of the first part of said piston;
    - The connecting means is located radially between, on the one hand, a first seal located between the second part of the piston and a liner plate of said piston, and on the other hand a second seal located between the first part of said piston and a balancing cover;
    - The means for connecting the piston of at least one actuation system forms a sealing means for the corresponding balancing chamber;
    - The connecting means is a connecting means by welding and / or brazing and / or bonding of the first part and the second part of the piston;
    - The connecting means extends angularly around the axis of rotation along 360 ° in order to ensure the tightness of the corresponding pressure chamber;
    - the first part and the second part of the piston of at least one actuation system are formed from the same material (s). Alternatively, the first part and the second part of the piston of at least one actuation system are formed from different materials;
    - The first part and / or the second part of the piston of at least one actuation system are formed from pressed sheet steel;
    - The first part and / or the second part of the piston of at least one actuation system are made of a material with high elastic limit;
    - The first part and / or the second part of the piston of at least one actuation system are formed from a stamped sheet steel;
    - The first part and the second part of the piston of at least one actuation system are formed from sheets of identical thickness. Alternatively, the first part and the second part of the piston of at least one actuation system are formed from sheets of different thicknesses;
    - The second part of the piston is of constant axial thickness between the connecting means and a first internal radial extension surface of said piston;
    - The first part of the piston is of constant axial thickness between the connecting means and a first outer axial extension surface of said piston;
    - the first clutch and the second clutch are in a radial configuration, the second clutch being located radially inside the first clutch. Alternatively, the first clutch and the second clutch are in an axial configuration.
    According to a second aspect, the invention also relates to a transmission system for a motor vehicle comprising such a double-clutch mechanism in which:
    - the first clutch is coupled in rotation to a first output shaft of the transmission by means of a first output disc holder;
    - The second clutch is coupled in rotation to a second output shaft of the transmission by means of a second output disc holder;
    - The first and the second clutches are alternately coupled in rotation to an inlet sail, said inlet runner being coupled in rotation to an inlet shaft driven in rotation by at least one crankshaft.
    Embodied embodiments of the invention are provided, integrating according to all of their possible combinations the different optional characteristics set out here.
    Description of the figures
    Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several exemplary embodiments given by way of non-limiting indication with reference to the appended schematic drawings on the other hand, in which :
    - FIGURE 1 illustrates a view in axial section of a first embodiment of the double clutch mechanism according to the first aspect of the invention;
    - FIGURE 2 illustrates a perspective view and partially cut away of a second example of a double clutch mechanism according to the first aspect of the invention;
    - FIGURE 3 illustrates a detailed view in axial section of the actuation systems of the double clutch mechanism illustrated in FIGURE 1;
    - FIGURE 4 illustrates a detailed view in axial section of the actuation systems of a double clutch mechanism according to the first aspect of the invention;
    - FIGURES 5 and 6 each illustrate a detailed and perspective view of a piston of a double clutch mechanism according to the first aspect of the invention;
    Of course, the characteristics, the variants and the various embodiments of the invention can be associated with one another, according to various combinations, insofar as they are not incompatible or mutually exclusive of each other. One can in particular imagine variants of the invention comprising only a selection of characteristics described below in isolation from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from in the prior art.
    In particular, all the variants and all the embodiments described can be combined with one another if nothing is technically opposed to this combination.
    In the figures, the elements common to several figures keep the same reference.
    Detailed description of the invention
    Initially, the double clutch mechanism according to the first aspect of the invention is described through its technical characteristics common to all the embodiments of the invention.
    With reference to FIGURES 1 and 2, the illustrated embodiment of a double clutch mechanism 10 according to the first aspect of the invention is preferably of the wet double clutch type, and comprises a first clutch 100 and a second clutch 200 Also preferably, in a so-called radial position, the first clutch 100 is located outside the second clutch 200. Alternatively, the double clutch mechanism 10 can be in a so-called axial configuration, the first clutch 100 being located in front of the second clutch 200. The double clutch mechanism 10 is integrated on a transmission chain 1 comprising a transmission coupled in rotation to the double clutch mechanism 10.
    In general, the double clutch mechanism 10 is arranged to be able to couple in rotation an input shaft (not shown) to a first transmission shaft A1 or alternatively to a second transmission shaft A2 via respectively the first clutch 100 or second clutch 200.
    In the context of the invention, the input shaft is rotated by at least one crankshaft of an engine, for example a heat engine; and the first and second transmission shafts A1, A2 are intended to be coupled in rotation to the transmission, such as for example a gearbox of the type of those fitted to motor vehicles.
    Preferably, the first transmission shaft A1 and the second transmission shaft A2 are coaxial. More particularly, the second transmission shaft A2 possibly takes the form of a hollow cylinder inside which the first transmission shaft A1 can be inserted.
    As illustrated in FIGURES 1 and 2, the first clutch 100 and the second clutch 200 are advantageously of the multi-disc type. Each multi-plate clutch comprises on the one hand a plurality of first friction elements 101, 201, such as for example flanges, connected in rotation with the input shaft, and on the other hand a plurality of second friction elements 102, 202, such as for example friction discs, joined in rotation with at least one of the transmission shafts A1, A2.
    The first transmission shaft A1 is coupled in rotation to the input shaft. The first drive shaft A1 is driven by the rotary input shaft when the first clutch 100 is configured in a so-called engaged position for which the plurality of first friction elements 101 is coupled in rotation to the plurality of second drive elements. friction 102. Alternatively, the first drive shaft A1 is decoupled in rotation from the input shaft when the first clutch 100 is configured in a so-called disengaged position for which the plurality of first friction elements 101 is decoupled in rotation at the plurality of second friction elements 102.
    Similarly, the second transmission shaft A2 is coupled in rotation to the input shaft. The second transmission shaft A2 is driven by the rotary input shaft when the second clutch 200 is configured in a engaged position for which the plurality of first friction elements 201 is coupled in rotation to the plurality of second friction elements 202. Alternatively, the second transmission shaft A2 is decoupled in rotation from the input shaft when the second clutch 200 is configured in a so-called disengaged position for which the plurality of first friction elements 201 is decoupled in rotation from the plurality second friction elements 202.
    The first clutch 100 and the second clutch 200 are arranged to alternately transmit a so-called input power - a torque and a speed of rotation - from the input shaft, to one of the two transmission shafts A1, A2, as a function of the respective configuration of each clutch 100 and 200 and by means of an input web 109.
    The first clutch 100 and the second clutch 200 are arranged so as not to be simultaneously in the same engaged configuration. On the other hand, the first clutch 100 and the second clutch 200 can simultaneously be configured in their disengaged position.
    The double clutch mechanism 10 comprises an input element which is coupled in rotation on the one hand to the input shaft and on the other hand to the input web 109 in order to transmit the power - the torque and the speed. rotation - generated at the engine at one of the clutches 100, 200 of the double clutch mechanism 10. Preferably, the input element of the double clutch mechanism 10 comprises an input hub 130, preferably in rotation around the longitudinal axis O. The input hub 130 has a first lower elongation 1301 which is linked in rotation and / or axially to the input shaft, optionally by means of a damping device, such as a double damping flywheel for example.
    The input hub 130 comprises an external elongation 1302 which is coupled to the input veil 109, and more particularly to a lower end 1091 of the input veil 109. The lower end 1091 is located towards the front AV of said veil inlet 109. Preferably, the inlet web 109 and the inlet hub 130 are integral, for example fixed by welding and / or by riveting.
    The entry veil 109 has an upper end 1092 by which the entry veil 109 is linked in rotation to the first clutch 100. This connection is produced by means of an outer axial elongation span 1061 of a door entry discs 106, the entry disc holder 106 being linked in rotation to the entry veil 109, preferably by cooperation of shapes, for example by grooves at the front end AV of said axial elongation span outdoor 1061.
    The first clutch 100 and the second clutch 200 are each controlled by an actuation system 300A, 300B which will be described later. Each actuation system 300A, 300B is arranged to be able to configure the first clutch 100 and ίο the second clutch 200 in any configuration between the engaged configuration and the disengaged configuration.
    The first actuation system 300A is linked to the first clutch 100 by means of a first piston 105 comprising a first part 105P - described here and a second part 105Q - which will be described later. In general, the first piston 105 is arranged to transmit a first axial force El, exerted parallel to the longitudinal axis O, to the first clutch 100 by means of its first part 105P collaborating with the friction elements 101, 102 of said first clutch 100, and of its second part 105Q collaborating with a force generator to configure the first clutch 100 in one of the configurations detailed above. At its first part 105P, the first piston 105 includes first axial extension surfaces 1051 which extend axially forward AV to be able to press the first friction elements 101 against the second friction elements 102 of on the one hand, and against an external reaction means 103 mechanically linked to the entry veil 109 on the other hand. When the first friction elements 101 are separated from the second friction elements 102, then the first clutch 100 is configured in its disengaged configuration.
    The first piston 105 takes the form of a corrugated sheet and is curved axially forwards AV at its outer radial end. The first external axial extension surfaces 1051 extend parallel to the longitudinal axis O towards the front AV and through an opening 1064 arranged through the input disc holder 106.
    The first piston 105 includes a first upper radial extension seat 1052 located behind the external axial extension seats 1051. The first upper radial extension seat 1052 extends radially parallel to the transverse axis T from the first clutch 100 to the lower limit of the second clutch 200.
    A first intermediate axial extension span 1053, parallel to the longitudinal axis O, extends the first upper radial extension span 1052 partially under the second clutch 200, towards the front AV of the double clutch mechanism 10. The first span 1053 intermediate axial extension is located radially in line with the 1051 external axial extension spans. The first intermediate axial extension span 1053 is formed parallel to the longitudinal axis O and parallel to the outer axial extension spans 1051.
    Finally, the first piston 105 comprises a plurality of first internal radial extension surfaces 1055 connected to the intermediate axial extension surface 1053 via a first curved zone 1054. The first internal radial extension surfaces 1055 are connected to the second part 105Q of the first piston 105 via a first connection means 400A which will be described below.
    By way of nonlimiting example, the first piston 105 can be obtained by stamping.
    The external reaction means 103 is integral with the entry veil 109. Preferably, the external reaction means 103 is connected to the entry veil 109 by means of the entry disc holder 106.
    The external reaction means 103 notably has external grooves which cooperate with corresponding internal grooves of the input disc holder 106.
    The external reaction means 103 has a shape complementary to that of the first or second friction elements 101, 102, so as to allow friction coupling of the first and second friction elements 101, 102 when the first actuation system 300A exerts the first axial force El towards the front AV to configure the first clutch 100 in its engaged position. Conversely, when the first piston 105 is pushed backwards AR by elastic return elements which will be described later, then the first friction elements 101 separate from the second friction elements 102, thus making it possible to decouple said friction elements and thus making it possible to configure the first clutch 100 in its disengaged configuration.
    The first clutch 100 is intended to be coupled in rotation to the first drive shaft via a first output disc holder 110 forming an output element of said first clutch 100. More particularly, the first output disc holder 110 is rotatably coupled to the second friction elements 102 via an upper end 1101 that the outlet disc holder 110 includes. More particularly still, the first outlet disc holder 110 is coupled in rotation to a first outlet hub 120 by means of an inner end 1102 which the first outlet disc holder 110 comprises.
    The first outlet disc holder 110 comprises on its outer radial periphery a first axial elongation 107 which is provided with a toothing intended to cooperate with a complementary toothing on each second friction element 102, and more particularly at the inner radial periphery of each second friction element 102 of the first clutch 100. The first output disc holder 110 is thus coupled in rotation by engagement with the second friction elements 102 of the first clutch 100.
    The inner end 1102 of the first outlet disc holder 110 is linked to the first outlet hub 120; they are preferably fixed together by welding, by riveting or the like.
    The first outlet hub 120 has radially inside the axial grooves arranged to cooperate with complementary grooves located on the first drive shaft A1, so as to achieve a rotation coupling.
    A radial bearing 117 is interposed between the first outlet hub 120 and the inlet hub 130 in order to withstand the radial forces of the inlet hub 130 and / or the inlet web 109 despite the different rotational speeds which can respectively turn the input shaft and the first drive shaft Al.
    Similarly, the second clutch 200 of the double-clutch mechanism 10 is similar in design to that of the first clutch 100.
    The second actuation system 300B is linked to the second clutch 200 by means of at least one second piston 205 comprising a first part 205P described here - and a second part 205Q - which will be described later. The second piston 205 is located axially between the entry veil 109 and the first piston 105.
    Generally, the second piston 205 is arranged to transmit a second axial force E2, exerted parallel to the longitudinal axis O, to the second clutch 200 via its first part 205P collaborating with the friction elements 201, 202 of said second clutch 200, and of its second part 205Q collaborating with a force generator to configure the second clutch 200 in one of the configurations detailed above. At its first part 205P, the second piston 205 comprises second external axial extension surfaces 2051 which extend obliquely towards the rear AR and towards the outside in order to be able to spread or press the first friction elements 201 against the second friction elements 202 on the one hand, and against an internal reaction means 203 on the other hand. When the first friction elements 201 are spaced from the second friction elements 202, then the second clutch 200 is configured in its disengaged configuration.
    The second piston 205 takes the form of a corrugated sheet and has a second outer radial end 205 which is curved axially towards the rear AR.
    The second piston 205 includes a second upper radial extension seat 2052 located in front of its second external axial extension seats 2051. The second upper radial extension seat 2052 extends radially from the second clutch
    200 to the inside of the second clutch 200, and radially opposite the first intermediate axial extension bearing 1053 of the first piston 105.
    A second intermediate axial extension reach 2053 extends the second upper radial extension reach 2052 under the second clutch 200, towards the rear AR of the double clutch mechanism 10. The second intermediate axial extension reach 2053 is located radially at outside the second clutch 200 and opposite the first upper radial extension seat 1052 of the first piston 105. More particularly, it is located opposite the input disc holder 106.
    Finally, the second piston 205 comprises a second inner radial extension part 2055 which is connected to the intermediate axial extension bearing 2053 via a radial extending bearing 2054. The second inner radial extending part 2055 is connected to the second part 205Q of the second piston 205 via a second connection means 400B which will be described below.
    By way of nonlimiting example, the second piston 205 can be obtained by stamping.
    The internal reaction means 203 is integral with an internal axial elongation part 1062 of the input disc holder 106.
    The internal reaction means 203 here takes the form of a locking ring carried by the internal axial elongation part 1062 of the input disc carrier 106 and located at the rear AR of the first and second friction elements 201, 202 of the second clutch 200, so as to allow friction coupling of the first and second friction elements 201, 202 when the second actuation system 300B exerts an axial force towards the rear AR to configure said second clutch 200 in its position engaged. Conversely, when the second piston 205 is pushed forward AV by elastic return elements which will be described later, then the first friction elements
    201 separate from the second friction elements 202, thus making it possible to decouple said friction elements 201, 202 and thus making it possible to configure the second clutch 200 in its disengaged configuration.
    Alternatively, the internal reaction means 203 can take the form of a boss on an external face of the input disc holder 106 and situated behind the rear of the friction elements.
    201, 202 of the second clutch 200. Alternatively again, the internal reaction means
    203 and the input disc holder 106 are made from material.
    The second clutch 200 is intended to be coupled in rotation to the second transmission shaft A2 via a second output disc holder 210 forming an output element of said second clutch 200. More particularly, the second output disc holder 210 is rotatably coupled to the second friction elements 202 via an upper end 2101 that the second outlet disc holder 210 includes. The second outlet disc holder 210 is rotatably coupled to a second outlet hub 220 via an inner end 2102, which the second outlet disc holder 210 includes.
    The second outlet disc holder 210 comprises on its outer radial periphery a second axial elongation 207 which is provided with a toothing intended to cooperate with a complementary toothing on each second friction element 202, and more particularly at the inner radial periphery of each second friction element 202 of the second clutch 200. The second output disc holder 210 is thus coupled in rotation by engagement with the second friction elements 202 of the second clutch 200.
    The second outlet disc holder 210 is linked to the second outlet hub 220 via its inner end 2102; they are preferably fixed together by welding or by riveting.
    Furthermore, an axial bearing 116 is interposed between the first outlet disc holder 110 and the second outlet disc holder 210 so as to be able to transmit an axial load between the two outlet disc holders 110, 210 which can rotate at different speeds when the first and second clutches 100, 200 are configured in a different configuration.
    The second outlet hub 220 has radially inside the axial grooves arranged to cooperate with complementary grooves located on the second transmission shaft A2, so as to produce a rotation coupling.
    The input disc holder 106 is configured to be coupled in rotation with the first friction elements 101, 201 of the first 100 and second 200 clutches, it being recalled that the input disc holder 106 is also coupled in rotation to the web input 109. For this purpose, the input disc holder 106 comprises the external axial elongation part 1061 which is located outside the first clutch 100 and which is coupled, for example by engagement of complementary shapes, with the first friction elements 101 of the first clutch 100. The input disc carrier 106 also includes a radial elongation range 1063 which extends the external axial extension range 1061 towards the rear AR, and more particularly behind AR of the first 100 and second 200 clutches. At its inner end, the radial elongation surface 1063 of the input disc carrier 106 comprises an internal axial elongation surface 1062 which is located radially inside the second clutch 200 and which is coupled in rotation, for example by engagement of complementary shapes, with the first friction elements 201 of the second clutch 200.
    The input disc holder 106 is carried and coupled in rotation at its internal part of the radial elongation surface 1063 and its internal axial elongation surface 1062 by a first balancing cover 450A of the first system d actuation 300A and by a second balancing cover 450B of the second actuation system 300B.
    The first balancing cover 450A includes a cylindrical seat 4502A with axial extension and carrying both an outer radial arm 4501A and an inner radial leg 4503A. The cylindrical bearing surface 4502A is preferably oriented parallel to the longitudinal axis O; while the outer radial arm 4501A and the inner radial leg 4503A are oriented orthogonally to the longitudinal axis O.
    The outer radial arm 4501A is integral with the input disc holder 106, and more particularly with the radial elongation span 1063 of the input disc holder 106 interposed between the opening 1064 of said input disc holder 106 and its internal axial elongation part 1062. The external radial arm 4501A and the radial elongation surface 1063 of the input disc holder 106 are for example welded or riveted or associated by any other similar means.
    The inner radial leg 4503A of the first balancing cover 450A has an inner end which is integral with a central hub 500. The central hub 500 is arranged in a "T" in the transverse plane of the sectional view illustrated in FIGURE 1 , and comprises a central body 510 of radial elongation and substantially orthogonal to the longitudinal axis O connecting a cylindrical bearing surface of axial elongation 520 parallel to the longitudinal axis O. The inner radial end of the inner radial leg 4503A is integral an upper radial end 515 of the central body 510 of the central hub 500.
    The second balancing cover 450B is arranged in a square in the transverse plane of the sectional view illustrated in FIGURE 1, and it comprises a cylindrical seat 4502B of axial extension and an inner radial leg 4503B. The cylindrical seat 4502B extends substantially parallel to the longitudinal axis O while the inner radial leg 4503B extends orthogonally to the longitudinal axis O.
    The inner radial leg 4503B of the second balancing cover 450B comprises an inner end which is integral with the central hub 500, and more particularly at the level of the upper radial end 515 of the central body 510 of the central hub 500. The inner radial leg 4503A of the second balancing cover 450B and the inner radial leg 4503A of the first balancing cover 450A are preferably parallel to one another.
    Thus, the central hub 500 supports the first and second clutches 100, 200 through the input disc holder 106 on the one hand, and the first and second balancing covers 450A, 450B. The central hub 500 is therefore coupled in rotation to the input hub 130 of the double clutch mechanism 10 according to the first aspect of the invention. When the input hub 130 is coupled to a motor shaft driven in rotation by the crankshaft of an engine, as described above, then the central hub 500 is driven in a rotation movement similar to that of the engine shaft .
    The central hub 500 is supported radially by a clutch support 600 which extends at least partially parallel to the longitudinal axis O, by means of a plurality of radial decoupling bearings 650 making it possible to decouple the rotation of the hub central 500 with respect to the clutch support 600 which is fixed in this configuration of double clutch mechanism 10.
    Also referring to FIGURES 3 and 4, the first actuation system 300A and the second actuation system 300B will be described below.
    Each actuation system 300A, 300B includes:
    - a pressure chamber 750A, 750B arranged to receive a pressurized fluid;
    a piston 105, 205 movable axially inside the pressure chamber 750A, 750B, said piston 105, 205 being formed by:
    o a first part 105P, 205P extending radially outside the pressure chamber 750A, 750B in order to engage or disengage the corresponding clutch, as described above;
    o a second part 105Q, 205Q located radially inside the first part 105, 205 and collaborating with the pressure chamber 750A, 750B, said second part 105Q, 205Q being fixedly joined to said first part 105P, 205P;
    o at least one connecting means 400A, 400B interposed between the first part 105P, 205P and the second part 105Q, 205Q of the corresponding piston 105, 205;
    - a balancing chamber 700A, 700B located opposite the pressure chamber 750A, 750B relative to the second part 105Q, 205Q of the piston 105, 205.
    Each actuating system 300A, 300B further comprises an elastic return element 800A, 800B arranged to generate an axial force opposing the movement of the corresponding piston 105, 205 to engage the corresponding clutch 100, 200. In particular, the central body 510 of the central hub 500 also comprises an external wall 512, preferably cylindrical, against which a first annular part 810A of a first elastic return element 800A and a first annular part 810B of a second return element elastic 800B are in axial support. The first elastic return element 800A extends between its first annular part 810A and a second annular part 820A of said first elastic return element 800A; and the second elastic return element 800B extends between its first annular part 810B and a second annular part 820B of said second elastic return element 800B. For each elastic return element 800A, 800B, a plurality of elastic elements 830A, 830B extend between the corresponding first annular part 810 and the second annular part 820. Advantageously, the plurality of elastic elements 830 are of the type of the coil spring type. The second annular part 820A, 820B of each elastic return element 800A, 800B is in axial abutment against a face opposite the corresponding piston 105, 205, and more particularly at the level of the second part 105Q, 205Q of said piston 105, 205.
    The first actuation system 300A comprises a first liner plate 910A which adjoins a first reaction plate 920A making it possible to produce an axial reinforcement on the first liner plate 910A. The first reaction plate 920A is in particular arranged in a ring gear intended to drive pumps of the transmission chain 1 able to circulate a lubrication fluid in the double clutch mechanism 10 when the latter is driven in rotation.
    The first liner plate 910A is formed by a radial part 912A and a longitudinal part 911A located at the outer end of the radial part 912A. The radial part 912A of the first lining plate 910A is in axial abutment against the first reaction plate 920A and is oriented parallel to the transverse axis T. The radial part 912A of the first lining plate 910A comprises at its end inner radial a fourth seal 404A which ensures a sealed radial support of said radial part 912A of the first liner plate 910A against the cylindrical surface 520 of the central hub 500. The longitudinal part 911A is of axial orientation and extends inside the intermediate axial extension range 1053 of the first piston 105.
    The first actuation system 300A is also formed by the second part 105Q of the first piston 105. The second part 105Q of the first piston 105 is arranged in a "U" shape: it comprises a first base 1057, a first branch 1056 and a second branch 1058. The first base 1057 is of radial extension and connects the first branch 1056 and the second branch 1058 which are formed parallel to the longitudinal axis O. The first branch 1056 is located radially outside with respect to the second branch 1058. The first branch 1056 is located at the outer radial end of the first base 1057; and the second branch 1058 is located at the inner radial end of said first base 1057.
    Advantageously, the first base 1057 comprises for example a boss for centering the second annular part 820A of the first elastic return element 800A.
    The first branch 1056 of the second part 105Q of the first piston 105 has an axial termination which is integral with the first part 105P of the first piston 105, more particularly at the level of the inner radial extension surface 1055. The second branch 1058 of the second part 105Q of the first piston 105 has an axial termination 1059 which bears against the cylindrical bearing surface of axial extension 520 of the central hub 500 by means of a third seal 403A.
    The first pressure chamber 750A of the first actuation system 300A is arranged to receive a certain volume of hydraulic fluid under pressure in order to generate an axial force on the second part 105Q of the first piston 105 and thus to configure the first clutch 100 in the 'one of the configurations described above. The pressurized hydraulic fluid is advantageously conveyed by means of high-pressure fluidic circulation conduits crossing at least partially the cylindrical bearing surface of axial extension 520 of the central hub 500 and opening into the pressure chamber 750A at the level of an external face. of said cylindrical bearing surface with axial extension 520.
    The first pressure chamber 750A of the first actuation system 300A is thus advantageously delimited:
    - radially inwards, by a portion of the cylindrical surface 520 of the central hub 500,
    - axially towards the rear AR, by the radial part 912A of the first lining plate 910A,
    - radially outwards, by the intermediate axial extension surface 1053 and the first curved zone 1054 of the first part 105P of the first piston 105 and by the longitudinal part 911A of the first liner plate 910A, and
    - Axially forwards AV, by the internal radial extension surface 1055 of the first part 105P of the first piston 105 and by the second part 105Q of the first piston 105.
    It will also be noted that the tightness of the pressure chamber 750A of the first actuation system 300A is guaranteed by the presence:
    a first seal 401A situated between the longitudinal part 911A of the first liner plate 910A and the internal radial extension surface 1055 and / or the intermediate axial extension surface 1053 of the first part 105P of the first piston 105;
    - the third seal 403A located between the inner radial end of the second part 105Q of the first piston 105 and the cylindrical seat 520 of the central hub 500;
    - the fourth seal 404A located between the inner radial end of the radial part 912A of the first liner plate 910A and the cylindrical seat 520 of the central hub 500.
    The first balancing chamber 700A of the first actuation system 300A is arranged to receive a certain volume of hydraulic fluid making it possible to lubricate the first elastic return element 800A housed in said balancing chamber 700A. The lubrication fluid is advantageously conveyed by means of low pressure fluidic circulation conduits crossing at least partially the cylindrical bearing surface of axial extension 520 of the central hub 500 and opening into the balancing chamber 700A at the level of a face. outside of said cylindrical bearing surface with axial extension 520. The balancing chamber 700A of the first actuation system 300A is advantageously delimited:
    - radially inwards, by a portion of the cylindrical surface 520 of the central hub 500,
    - axially rearward AR, by the internal radial extension surface 1055 of the first part 105P of the first piston 105 and by the second part 105Q of the first piston 105,
    - radially outwards, through the cylindrical surface 4502A of the first balancing cover 450A, and
    - Axially forwards AV, by the central body 510 of the central hub 4501A and by the inner radial leg 4503A and the cylindrical bearing surface 4502A of the first balancing cover 450A.
    It will also be noted that the tightness of the first balancing chamber 700A of the first actuation system 300A is guaranteed by the presence:
    - the second seal 402A which extends between the inner radial extension surface 1055 and the intermediate axial extension surface 1053 of the first part
    105P of the first piston on the one hand, and the cylindrical seat 4502A of the first balancing cover 45OA on the other hand; and
    - the third seal 403A located between the inner radial end of the second part 105Q of the first piston 105 and the cylindrical seat 520 of the central hub 500.
    The second actuation system 300B is associated with a second reaction plate 920B which comprises a curved portion 923B interposed between a first radial extension span 92IB and a second radial extension span 922B. The curved part 923B is a part forming a forward prominence AV with respect to the first radial extension range 921B and the second radial extension range 922B in order to reinforce the behavior of the reaction plate 920B with regard to the forces axial generated by the second actuation system 300B. Advantageously, the second reaction plate 920B is stopped axially forwards by a locking ring housed in a circumferential groove in the central hub 500.
    The second actuation system 300B also includes a second liner plate 910B which adjoins the second reaction plate 920B. The second lining plate 910B comprises a radial part 912B and a longitudinal part 91 IB. The radial part 912B of the second liner plate 910B is in contact with the second lug 922B of the second reaction plate 920B and is oriented parallel to the transverse axis T. The longitudinal part 91 IB of the second liner plate 910B is as for it oriented parallel to the longitudinal axis O and is in contact with the second intermediate axial extension bearing surface 2053 of the second piston 205.
    The second actuation system 300B is also formed by the second part 105Q of the second piston 105. The second part 205Q of the second piston 105 is arranged in a "U" shape and it comprises a first base 2057, a first branch 306b and a second branch 2058. The first base 2057 of the second part 205Q of the second piston 105 is of radial extension and connects the first branch 2056 and the second branch 2058 which are formed parallel to the longitudinal axis O. The first branch 2056 of the second part 205Q of the second piston 105 is located radially on the outside with respect to the second branch 2058. The first branch 2056 of the second part 205Q of the second piston 105 is located at the outer radial end of the first base 2057; and the second branch 2058 is located at the inner radial end of said first base 1057.
    Advantageously, the first base 1057 comprises for example a boss for centering the second annular part 800A of the first elastic return element 800A.
    The first branch 2056 of the second part 205Q of the second piston 205 has an axial termination which is integral with the first part 205P of the second piston 205, more particularly at the level of the inner radial extension range 2055. The second branch 2058 of the second part 205Q of the second piston 205 has an axial termination 2059 which bears against the cylindrical bearing surface of axial extension 520 of the central hub 500 by means of a third seal 403B.
    The second pressure chamber 750B of the second actuation system 300B is arranged to receive a certain volume of hydraulic fluid under pressure in order to generate an axial force on the second part 205Q of the second piston 205 and thus to configure the second clutch 200 in one of the configurations described above. The pressurized hydraulic fluid is advantageously conveyed by means of high pressure fluidic circulation conduits crossing at least partially the cylindrical bearing surface of axial extension 520 of the central hub 500 and opening into the pressure chamber 750B of the second actuation system 300B at an external face of said cylindrical bearing surface with axial extension 520.
    The second pressure chamber 750B of the second actuation system 300B is thus advantageously delimited:
    - radially inwards, by a portion of the cylindrical surface 520 of the central hub 500,
    - axially towards the rear AR, by the radial part 912B of the second lining plate 910B,
    - radially outwards, by the intermediate axial extension surface 2053 and the first curved zone 2054 of the second part 205Q of the second piston 205 and by the longitudinal part 91 IB of the second liner plate 920B, and
    - Axially forwards AV, by the internal radial extension surface 2055 of the first part 205P of the second piston 205 and by the second part 205Q of the second piston 205.
    It will also be noted that the tightness of the pressure chamber 750B of the second actuation system 300B is guaranteed by the presence:
    - a first seal 401B located between the longitudinal part 91 IB of the second liner plate 910B and the inner radial extension surface 2055 and / or the intermediate axial extension surface 2053 of the first part 205P of the second piston 205;
    - a third seal 403B located between the inner radial end of the second part 205Q of the second piston 205 and the cylindrical seat 520 of the central hub 500;
    - a fourth seal 404B located between the inner radial end of the radial part 912B of the second liner plate 910B and the cylindrical seat 520 of the central hub 500.
    The second balancing chamber 700B of the second actuation system 300B is arranged to receive a certain volume of hydraulic fluid making it possible to lubricate the second elastic return element 800B housed in said balancing chamber 700B. The lubrication fluid is advantageously conveyed via low pressure fluidic circulation conduits crossing at least partially the cylindrical bearing surface of axial extension 520 of the central hub 500 and opening into the balancing chamber 700B of the second actuation system 300B at an external face of said cylindrical bearing surface with axial extension 520. The balancing chamber 700B of the second actuation system 300B is advantageously delimited:
    - Radially inwards, by a portion of the cylindrical seat 520 of the central hub 500;
    - Axially rearward AR, by the central body 510 of the central hub 500 and by the inner radial leg 4503A and the cylindrical surface 4502B of the second balancing cover 450B;
    - Radially outwards, through the cylindrical surface 4502B of the second balancing cover 450B; and
    - Axially forwards AV, by the internal radial extension surface 2055 of the first part 205P of the second piston 205 and by the second part 205Q of the second piston 205.
    It will also be noted that the tightness of the second balancing chamber 700B of the first second actuation 300B is guaranteed by the presence:
    - the second seal 402B which extends between the internal radial extension surface 2055 and the intermediate axial extension surface 2053 of the first part 205P of the second piston 205 on the one hand, and the cylindrical surface 4502B of the second balancing cover 450B on the other hand; and
    - the third seal 403B located between the inner radial end of the second part 205Q of the second piston 205 and the cylindrical seat 520 of the central hub 500.
    It will be understood at this stage of the description that a characteristic of the present invention lies in the fact that:
    the first part 105P and the second part 105Q of the first piston 105 are made mobile by the control of the pressurized fluid filling the first pressure chamber 750A on the one hand, and by the action of the first elastic return element 800A housed in the first balancing chamber 700A on the other hand. According to the invention, the first part 105P and the second part 105Q of the first piston 105 are linked to each other by the first connecting means 400A and which will now be described in particular through several particular embodiments, all combinable with each other;
    - The first part 205P and the second part 205Q of the second piston 205 are made mobile by the control of the pressurized fluid filling the pressure chamber 750B on the one hand, and by the action of the second elastic return element 800B housed in the second balancing chamber 700B on the other hand. According to the invention, the first part 105P and the second part 105Q of the second piston 205 are linked to each other by the second connecting means 400B and which will now be described in particular through several particular embodiments, all combinable with each other.
    In the following description, the double clutch mechanism 10 according to the first aspect of the invention will now be described through its particular characteristics linked to the connection means 400A, 400B of the first and second parts of the first 105 and second 205 pistons. In addition, the characteristics described for the first actuation system 300A are of course applicable and / or combinable with those described with reference to the second actuation system 300B.
    In FIGURE 3, the first connecting means 400A is an assembly means by laser welding. As a variant, the assembly is of the friction welding type or any other similar welding means with or without the addition of material. The welding is carried out between a shoulder formed in the inner radial extension surface 1055 of the first part 105P of the first piston 105 which receives the axial termination of the second part 105Q of the first piston 105. The shoulder is formed in an external zone of the internal radial extension surface 1055 of the first piston 105, so that the axial termination is enclosed in said internal radial extension surface 1055, in particular by fitting before welding. According to this embodiment, the joint plane is parallel to the transverse axis T. the second part 105Q of the first piston 105 is thus centered in the first part 105P of said first piston 105.
    In FIGURE 3 again, the second connecting means 400B is also an assembly means of the friction welding type, laser welding or any other similar welding means with or without the addition of material. The welding is carried out between the inner radial extension surface 2055 of the first part 205P of the second piston 205 and a welding flange which constitutes one end of the first branch 2056 of the second part 205Q of the second piston 205, said welding flange being curved radially outward. The welding flange is formed parallel to the internal radial extension surface 2055 of the first part 205P of the second piston 205, so that said welding flange and said internal radial extension surface 2055 are welded face to face in a axial support. The welding flange is continuous and / or annular to seal the chambers.
    In FIGURE 4, the first connection means 400A is also an assembly means of the friction welding, laser welding or any other similar welding means with or without the addition of material. The welding is carried out between the first branch 1056A and the inner radial extension surface 1055 of the first piston 105 which are oriented perpendicular to each other. More particularly, the welding is carried out between a shoulder formed in the first inner radial extension bearing surface 1055 of the first part 105P of the first piston 105 which receives the axial termination of the second part 105Q of the first piston 105. The shoulder is formed in an external zone of the internal radial extension surface 1055 of the first piston 105, so that the axial termination is enclosed in said internal radial extension surface 1055, in particular by interlocking before welding. According to this embodiment, the joint plane is parallel to the longitudinal axis O.
    In FIGURE 4 again, the second connecting means 400B is also an assembly means of the friction welding type without addition of material. The welding is carried out between the first branch 2056 and the inner radial extension surface 2055 of the second piston 205 which are oriented perpendicular to one another. More particularly, the axial termination of the second part 205Q of the second piston 205 is abutted against a radial face of the second inner radial extension surface 2055. The welding is advantageously continuous peripherally around the axis of rotation O, over 360 ° , to ensure watertightness.
    It will be understood that any combination of the first connection means 400A and the second connection means 400B is possible without departing from the rules of the present invention.
    FIGURE 5 shows a detailed view of the first connection means 400A. In this example, the second part 105Q also forms a part of the elastic return element, in particular the first annular part. As described above, the first connection means 400A is an assembly means of the friction welding type without addition of material. The welding is carried out between the first branch 1056A and the inner radial extension surface 1055 of the first piston 105, oriented perpendicular to one another. More particularly, the welding is carried out between an axial shoulder formed in the first inner radial extension surface 1055 of the first part 105P of the first piston 105 which receives the axial termination of the second part 105Q of the first piston 105. The axial shoulder is formed in the thickness of the inner radial extension surface 1055 of the first part 105P of the first piston 105, so that the axial termination of the first branch 1056 is contained in said inner radial extension surface 1055, in particular by interlocking before welding. According to this embodiment, the joint plane is perpendicular to the longitudinal axis O.
    The second seal 402A is located radially outside the first connecting means 400A. More particularly, the second seal 402A is located on an outer face of the first axial extension surface 1053 of the first piston 105.
    Advantageously, the first part 105P and the second part 105Q of the first piston 105 are of different thicknesses. More particularly, the thickness of the second part 105Q is less than the thickness of the first part 105P of the first piston 105 so as to reduce the axial and / or radial compactness of the first actuation system 300A. Advantageously, the first part 105P and the second part 105Q of the first piston 105 are formed from a stamped sheet.
    FIGURE 6 illustrates a detailed view of the second connection means 400B of the friction welding type without addition of material. The welding is carried out between the inner radial extension surface 2055 of the first part 205P of the second piston 205 and the welding flange forming the end of the first branch 2056 of the second part 205Q of the second piston 205. As described above, the welding flange is curved radially outwards. The welding flange is formed parallel to the internal radial extension surface 2055 of the first part 205P of the second piston 205, so that said welding flange and said internal radial extension surface 2055 are welded face to face in a axial support. The welding flange is continuous and / or annular to seal the chambers.
    The second seal 402B is located radially outside the second connecting means 400B. More particularly, the second seal 402B is located on an outer face of the first axial extension surface 2053 of the second piston 205.
    Advantageously, the first part 205P and the second part 205Q of the second piston 205 are of different thicknesses. More particularly, the thickness of the second part 205Q is less than the thickness of the first part 205P of the second piston 205 so as to reduce the axial and / or radial compactness of the second actuation system 300B. Advantageously, the first part 205P and the second part 205Q of the second piston 205 are formed from a stamped sheet.
    In summary, the invention relates to a double clutch mechanism 10, each actuation system 300A, 300B comprises a pressure chamber 750A, 750B arranged to receive a pressurized fluid, a piston 105, 205 movable axially in the pressure chamber 750A , 750B in order to engage or disengage the corresponding clutch 100, 200, a balancing chamber 700A, 700B situated opposite the pressure chamber 750A, 750B relative to the piston 105, 205, and an element of elastic return 800A, 800B housed in the balancing chamber and arranged to exert an axial force against said piston 105, 205. According to the invention, the piston 105, 205 of each actuation system 300A, 300B is formed by a first part 105P, 205P extending radially outside the pressure chamber and a second part 105Q, 205Q located radially inside the first part 105P, 205P. The second part 105Q, 205Q of the piston 105, 205 is fixedly joined to said first part 105P, 205P by a connecting means 400A, 400B which partially delimits the corresponding balancing chamber.
    Of course, the invention is not limited to the examples which have just been described and numerous modifications can be made to these examples without departing from the scope of the invention. In particular, the different characteristics, forms, variants and embodiments of the invention can be associated with each other in various combinations as long as they are not incompatible or mutually exclusive. In particular, all the variants and embodiments described above can be combined with one another.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    Claims
    1. Double clutch mechanism (10) comprising:
    - a first clutch (100) rotating around a longitudinal axis (O);
    - a second clutch (200) rotating around the longitudinal axis (O);
    - a first actuation system (300A) arranged to engage or disengage the first clutch (100);
    - a second actuation system (300B) arranged to engage or disengage the second clutch (200);
    - each actuation system (300A, 300B) comprising:
    o a pressure chamber (750A, 750B) arranged to receive a pressurized fluid;
    a piston (105, 205) movable axially inside the pressure chamber (750A, 750B), said piston (105, 205) being formed by:
    a first part (105P, 205P) extending radially outside the pressure chamber (750A, 750B) in order to engage or disengage the corresponding clutch;
    a second part (105Q, 205Q) located radially inside the first part (105P, 205P) and collaborating with the pressure chamber (750A, 750B), said second part (105Q, 205Q) being fixedly joined to said first part (105P, 205P);
    at least one connecting means (400A, 400B) interposed between the first part (105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205);
    o a balancing chamber (700A, 700B) located opposite the pressure chamber (750A, 750B) relative to the second part (105Q, 205Q) of the piston (105, 205);
    characterized in that the connecting means (400A, 400B) partially delimits the corresponding balancing chamber (700A, 700B).
    [2" id="c-fr-0002]
    2. Double clutch mechanism (10) according to the preceding claim, wherein the connecting means (400A, 400B) of a piston (105, 205) of at least one actuation system (300A, 300B) is equipped means for centering the second part (105Q, 205Q) and the first part (105P, 205P) of said piston (105, 205) relative to the longitudinal axis (O).
    [3" id="c-fr-0003]
    3. Double clutch mechanism (10) according to the preceding claim, wherein the centering means is of the type of a shoulder formed in the first part (105P, 205P) of the piston (105, 205) which receives the second part ( 105Q, 205Q) of said piston (105, 205).
    [4" id="c-fr-0004]
    4. Double-clutch mechanism (10) according to any one of claims 1 to 3, in which the second part (105Q, 205Q) of the piston (105, 205) is in radial support against an inner radial extension surface ( 1055, 2055) of the first part (105P, 205P) of said piston (105, 205).
    [5" id="c-fr-0005]
    5. Double-clutch mechanism (10) according to any one of claims 1 to 3, in which the second part (105Q, 205Q) of the piston (105, 205) is in axial support against an inner radial extension surface ( 1055, 2055) of the first part (105P, 205P) of said piston (105, 205).
    [6" id="c-fr-0006]
    6. Double clutch mechanism according to any one of the preceding claims, in which the connecting means (400A, 400B) is located radially between, on the one hand, a first seal (401 A, 401B) located between the second part (105Q, 205Q) of the piston (105, 205) and a lining plate (910A, 910B) of said piston (105, 205) and, on the other hand, a second seal (402A, 402B) located between the first part of said piston (105, 205) and a balancing cover (450A, 450B).
    [7" id="c-fr-0007]
    7. Double clutch mechanism (10) according to any one of the preceding claims, in which the connecting means (400A, 400B) of the piston (105, 205) of at least one actuation system (300A, 300B) forms a means of sealing the corresponding balancing chamber (700A, 700B).
    [8" id="c-fr-0008]
    8. Double clutch mechanism (10) according to any one of the preceding claims, in which the connection means (400A, 400B) is a connection means by welding and / or brazing and / or bonding of the first part ( 105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205).
    [9" id="c-fr-0009]
    9. Double clutch mechanism (10) according to the preceding claim, wherein the connecting means extends angularly around the axis of rotation (O) along 360 °.
    [10" id="c-fr-0010]
    10. Double clutch mechanism (10) according to any one of claims 1 to 9, in which the first part (105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205) of at least an actuation system (300A, 300B) are formed from the same material (s).
    [11" id="c-fr-0011]
    11. Double clutch mechanism (10) according to any one of claims 1 to 9, in which the first part (105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205) of at least an actuation system (300A, 300B) are made of different materials.
    [12" id="c-fr-0012]
    12. Double clutch mechanism (10) according to any one of the preceding claims, in which the first part (105P, 205P) and / or the second part (105Q, 205Q) of the piston (105, 205) of at least an actuation system (300A, 300B) are formed from a pressed sheet steel.
    [13" id="c-fr-0013]
    13. Double clutch mechanism (10) according to any one of claims 1 to 12, wherein the first part (105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205) of at least an actuating system (300A, 300B) are formed from sheets of identical thickness.
    [14" id="c-fr-0014]
    14. Double clutch mechanism (10) according to any one of claims 1 to 12, wherein the first part (105P, 205P) and the second part (105Q, 205Q) of the piston (105, 205) of at least an actuating system (300A, 300B) are formed from sheets of different thicknesses.
    [15" id="c-fr-0015]
    15. Double clutch mechanism (10) according to any one of the preceding claims, in which the first clutch (100) and the second clutch (200) are in a radial configuration, the second clutch (200) being located radially to the inside the first clutch (100).
    [16" id="c-fr-0016]
    16. A double clutch mechanism (10) according to any one of the preceding claims, wherein the first clutch (100) and the second clutch (200) are in an axial configuration.
    1/5
    1092 103 101 102 1061/10641051 î
    ο
    CO
    Yes
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    同族专利:
    公开号 | 公开日
    FR3062694B1|2019-03-22|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20060086586A1|2004-10-26|2006-04-27|Borgwarner Inc.|Dual clutch mechanism for a transmission|
    DE102008022525A1|2008-05-07|2009-11-12|Volkswagen Ag|Double coupling|
    DE102016202656A1|2015-03-02|2016-09-08|Schaeffler Technologies AG & Co. KG|coupling device|WO2020048648A1|2018-09-06|2020-03-12|Valeo Embrayages|Dual clutch mechanism|
    FR3094427A1|2019-03-29|2020-10-02|Valeo Embrayages|Elastic return device for a wet clutch mechanism and a wet clutch mechanism comprising such an elastic return device|
    FR3101926A1|2019-10-09|2021-04-16|Valeo Embrayages|"COMPACT WET DOUBLE CLUTCH MECHANISM"|
    法律状态:
    2018-02-26| PLFP| Fee payment|Year of fee payment: 2 |
    2018-08-10| PLSC| Search report ready|Effective date: 20180810 |
    2020-02-28| PLFP| Fee payment|Year of fee payment: 4 |
    2021-02-26| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1751017|2017-02-07|
    FR1751017A|FR3062694B1|2017-02-07|2017-02-07|COMPACT DOUBLE CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A DOUBLE CLUTCH MECHANISM|FR1751017A| FR3062694B1|2017-02-07|2017-02-07|COMPACT DOUBLE CLUTCH MECHANISM AND TRANSMISSION SYSTEM COMPRISING SUCH A DOUBLE CLUTCH MECHANISM|
    DE102018102501.7A| DE102018102501A1|2017-02-07|2018-02-05|Compact dual clutch mechanism and transmission system with such a dual clutch mechanism|
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