DE102014212406A1 - Wet multi-plate clutch - Google Patents

Abstract

The present invention relates to a dual clutch (1), in particular a multi-plate clutch, for coupling a motor vehicle engine with a traction drive shaft (11) of a motor vehicle transmission and / or a PTO shaft (6) of a PTO of the motor vehicle, in particular a PTO shaft (6), with a traction drive clutch ( 2) for coupling the motor vehicle engine with the traction drive shaft (11), with a power take-off clutch (3) for coupling the motor vehicle engine with the power take-off shaft (6), wherein the traction drive clutch (2) and the power take-off clutch (3) are operated independently and simultaneously engageable wherein the dual clutch (1) has a wet room housing (67) in which the traction drive clutch (2) and the power take-off clutch (3) are received fluid-tight, wherein the auxiliary drive clutch (3) is disengaged in the unactuated state.

Description

The invention relates to a double clutch, in particular multi-plate clutch, for coupling a motor vehicle engine with a drive shaft of a motor vehicle transmission and / or a power take-off shaft of a power take-off of the motor vehicle, in particular a PTO, with a traction drive clutch for coupling the motor vehicle engine with the traction drive shaft, with a power take-off clutch for coupling the motor vehicle engine with the power take-off shaft, wherein the traction drive clutch and the power take-off clutch to operate independently and at the same time are engageable.

From the prior art dry dual clutches are known, which are mounted outside the transmission on the vehicle / and are mechanically operated. Such conventional double clutches comprise a first clutch for driving, the so-called driving clutch or driving shaft clutch, and a second clutch for a power take-off, e.g. a PTO, the so-called PTO clutch or PTO clutch on. A distinction is made between conventional double clutches in which the driving shaft coupling and the PTO clutch in the non-actuated state are closed, and safety clutches (so-called safety PTO dual clutch) in which the driving shaft clutch is closed in the unactuated state and the PTO clutch in the unactuated state is open.

It is disadvantageous that in such known dry double clutches, the maximum thermal capacity of the clutches and the maximum thermal load capacity of the clutch linings are usually quickly achievable, especially at high torque to be transmitted. An increase in the transmittable torque is therefore limited for the same size. In the limit load range, therefore, high wear of the friction linings and a resulting change in the operating points or contact forces are the disadvantageous consequence.

In addition to the problem described above, the average performance of motor vehicles using double clutches, for example tractors, and thus also the loads on the clutches, are increasing continuously. Today's tractor double clutches are partially at their performance limit, especially in terms of thermal stress.

From the WO 2006/084435 A1 is known a clutch unit with a fastened to a flywheel housing in which are formed to form a rotationally fixed, but axially displaceable pressure plates to form a first and a second clutch, each associated with a clutch disc, said clutches are independently operable by means pivotally mounted on the housing lever arrangements, wherein in each case a lever arrangement for opening and closing the corresponding clutch is coupled to a pressure plate, wherein the first flywheel facing the clutch is closed in the non-actuated state by means of a clamped between its pressure plate and the housing plate spring, the axially between the adjacent pressure plates is arranged, whereas the second clutch provided on the side facing away from the flywheel of the first clutch is opened in the unactuated state and inserted by a lever arrangement on their Eitete force is forcibly closed, wherein the lever assembly of the second clutch is coupled to the associated pressure plate via axially acting tension elements and between these tension members and this pressure plate at least one spring element is clamped, which has a predetermined bias when the second friction clutch is open and when closing the second clutch undergoes an additional resilient deformation.

From the DE 10 2012 207 244 A1 It is known a clutch assembly for use in the drive train of a tractor comprising a drive clutch and a PTO clutch, wherein the drive clutch between an internal combustion engine and a transmission input shaft and the PTO clutch between the engine and a PTO are arranged, wherein the clutch assembly comprises a clutch housing comprising a sheet metal forming part.

From the DE 10 2013 214 966 A1 is known a double clutch for coupling a drive shaft of an automotive engine with a transmission shaft of a motor vehicle transmission and / or a PTO of the motor vehicle, in particular a PTO, with a first friction clutch for frictionally pressing a coupling with the transmission shaft first clutch disc between a first pressure plate and a first counter-plate, wherein the first pressure plate for closing the first friction clutch is displaceable in an axial direction, a second friction clutch for frictionally pressing a second clutch disc coupled to the power take-off between a second pressure plate and a second pressure plate, wherein the second pressure plate for closing the second friction clutch in the axial direction displaced is a first actuating element for displacing the first pressure plate, a second actuating element for displacing the second pressure plate, wherein the second e pressure plate with a with the second actuating element operatively connected pressure ring is connected for transmitting the displacement movement, wherein between the second actuating element and the pressure ring, a prestressed pressure force accumulator is arranged.

From the DE 10 2013 215 079 A1 is known a double clutch for coupling a drive shaft of an automotive engine with a transmission shaft of a motor vehicle transmission and / or a PTO of the motor vehicle, in particular a PTO, with a first friction clutch for frictionally pressing a coupling with the transmission shaft first clutch disc between a first pressure plate and a first counter-plate, wherein the first pressure plate for closing the first friction clutch is displaceable in an axial direction, a second friction clutch for frictionally pressing a second clutch disc coupled to the power take-off between a second pressure plate and a second pressure plate, wherein the second pressure plate for closing the second friction clutch in the axial direction displaced is a first actuating element for displacing the first pressure plate, a second actuating element for displacing the second pressure plate, wherein the second e contact plate is connected to a operatively connected to the second actuating element pressure ring for transmitting the displacement movement, wherein the second actuating elements comprises at least one spring element for biasing, wherein the at least one spring element between the second actuating element and the pressure ring is arranged.

Based on the aforementioned prior art, the object of the present invention is to develop a double clutch which can absorb or dissipate more frictional heat with the same or only slightly larger space, and also offers a simple extension of the maximum torque. The dual clutch should be able to replace known double clutches with the least possible modification effort for the customer ("plug in" solution). Also, the double clutch according to the invention is an uncomplicated conversion from conventional design (normally closed) to a safety design (normally opened) and vice versa allow. As many identical components as possible should be reused. The purpose is to save on development costs, tooling costs and other associated costs.

This object is achieved in a generic coupling according to the invention in that the double clutch has a wet room housing in which the traction drive clutch and the PTO clutch are fluid-tightly received, wherein the PTO clutch is disengaged in the unactuated state. The double clutch according to the invention is preferably designed as a double disk clutch. Disconnected in the de-energized state means that the PTO clutch is open in this state and can only be converted by a user-side active operation in the closed, engaged state. A wet room enclosure is understood to mean a housing that is capable of creating a lubricant containing and outwardly sealed / confined space utilizing gaskets or on its own.

It is a particular advantage of the invention that a common, existing double clutch, e.g. a dry double coupling, with little change effort for the customer can be exchanged for a wet double clutch according to the invention. The double clutch according to the invention is actuated by the integrated in the wet room housing actuator, which can be easily connected to a usually existing on the vehicle hydraulic system or release unit. The Kupplungsreibeinrichtungen both the traction drive clutch and the power take-off clutch are located in a sealed area, the so-called wet space, which is surrounded by the wet space housing and sealed fluid-tight. The dual clutch can therefore be designed and used advantageously as a wet clutch, so that with the same or only slightly larger space compared to known generic double clutches a high amount of friction heat can be absorbed and removed. In addition, the double clutch according to the invention is particularly well suited for transmitting high maximum torques.

The traction drive clutch and the power take-off clutch are to be operated independently, in particular at the same time engageable. Thus, the coupling according to the invention is particularly suitable for use in agricultural machinery such as tractors.

Advantageous embodiments of the invention are claimed in the subclaims and are explained in more detail below.

The dual clutch may comprise a clutch housing, wherein a Nebenabtriebsreibbelag coupled to the PTO shaft between a Nebenabtriebsanpressplatte and the clutch housing may be compressible and the Nebenabtriebsanpressplatte may be biased by a spring unit disengaged from Nebenabtriebsreibbelag position, wherein the spring unit is preferably formed as a laminated spring unit. Thus, the power take-off clutch can be particularly easily and safely disengaged in the unactuated state. The spring unit can as a, a pressure force generating spring unit / compression spring unit formed and preferably be attached to the clutch housing. It can in particular be riveted to the coupling housing. The pressure force spring unit serves to bias the Nebenabtriebsanpressplatte relative to the clutch housing in the disengaged state. Another purpose of the compression force spring unit is to return the clutch back to the disengaged state after the end of an actuation.

In one embodiment, the Nebenabtriebsanpressplatte can be operatively connected to a positionable in the axial direction relative to the clutch housing Nebenabtriebsupplungsstopf and positionable in the axial direction relative to the clutch housing. The Nebenabtriebsanpressplatte and Nebenabtriebsupplungstopf can be operatively connected in particular with the interposition of a pressure force accumulator, in particular a prestressed pressure force accumulator. The pressure energy accumulator is preferably a plate spring and is on the one hand to the Nebenabtriebsanpressplatte and on the other hand on Nebenabtriebskupplungstopf, preferably with the interposition of a metal ring. It can thus be ensured in a particularly advantageous manner that the Nebenabtriebsanpressplatte and Nebenabtriebskupplungstopf are mutually relatively movable in the axial direction, in particular under deformation of the pressure force accumulator and against the force exerted by this on said components force. In this way, a power take-off clutch can be effected with a two-stage characteristic of the contact pressure. Their contact force increases after engagement with further actuation, ie continued engagement, on the way very quickly and flattens in response of the pressure force accumulator between Nebenabtriebsanpressplatte and the Nebenabtriebsupplungstopf from. As soon as the force acting on the pressure energy accumulator exceeds a certain limit, which is determined by the bias of the pressure force accumulator, this springs in and is increasingly compressed. This has the advantage that existing tolerances within the dual clutch have less severe effects on the contact force, as in a construction without pressure accumulator between Nebenabtriebsanpressplatte and Nebenabtriebsupplungstopf.

In one embodiment, a traction drive friction pad coupled to the traction drive shaft may be crimped between a traction drive pressure plate and the clutch housing. The traction drive pressure plate and the clutch housing can be biased against each other by means of a pressure force accumulator, in particular a prestressed pressure force accumulator, into a position closing the traction drive clutch. In this case, the pressure force accumulator may be a plate spring, in particular a prestressed disc spring. The Nebenabtriebsanpressplatte and Fahrantriebsanpressplatte are preferably independently displaced, especially at the same time indented and / or can be disengaged at the same time.

For actuation, the double clutch may have at least one hydraulic cylinder or pneumatic cylinder axially positionable in a hydraulic housing for actuating the traction drive clutch or the power take-off clutch. It is particularly advantageous if the wet-space housing bears against the hydraulic housing and is sealed off from it. The hydraulic cylinder is preferably with the interposition of a bearing, in particular a rolling bearing, and possibly other elements, such as a collar, with the corresponding pressure plate (Nebenabtriebsanpressplatte or Fahrantriebsanpressplatte) operatively connected. Instead of a hydraulic or pneumatic actuation, a mechanical actuation can be provided by means of a release unit usually present on a motor vehicle.

In the event of a mechanical actuation of one or both clutches by means of a release unit usually present on a motor vehicle, the wet-room housing advantageously has a lead-through for positionally movable in the axial direction in coupling operation by means of a release system receiving an actuator, in particular a parking pin. The actuator is preferably with the interposition of a arranged in the wet chamber housing bearing unit, in particular rolling bearing unit, directly or indirectly with the Nebenabtriebsanpressplatte and / or the Fahrantriebsanpressplatte operatively connected. It is particularly sealed in the passage through the wet room housing, for example by means of an O-ring or similar sealant.

The wet-room housing may have a first housing part and a second housing part. These may be fluid-tightly connected to one another, in particular welded together, for example by means of a laser weld. Preferably, the housing parts of the wet-chamber housing are fluid-tightly connected to one another with the interposition of a housing seal. It is particularly advantageous if the first housing part and the second housing part are formed sheet metal parts, in particular deep-drawn parts.

It is of particular advantage if the wet-room housing has a flange for fixing on the motor vehicle, preferably on a transmission housing, in particular for non-rotatable fixation. As a result, the coupling can be arranged and fastened particularly easily on the vehicle and is well suited for replacement of an existing coupling.

In one embodiment, the wet-room housing can form a bearing seat in which a roller bearing which rotatably supports the clutch housing relative to the wet-room housing is arranged. Such an arrangement is easy to install. The rolling bearing is preferably a sealed bearing, so that further measures for sealing the wet space at this point are not required. A further sealing of the wet space can be done in a particularly simple and effective manner by the clutch housing is sealed against the traction drive shaft and / or the PTO shaft, in particular by means of a Simmerings.

The wet-room housing preferably has a coolant inlet, in particular a cooling oil inlet, and additionally or alternatively a coolant outlet (cooling oil outlet) arranged on its underside. In this way, the surrounded by the wet-room housing interior or wet room in which the traction drive clutch and the power take-off clutch are received with the respective corresponding actuating mechanism, particularly easy to flush with coolant. For example, cooling oil may be supplied from an oil reservoir, e.g. Transmission oil from the transmission, introduced into the wet space and be returned from this through the process back into the oil sump of the transmission. For a most effective return of oil from the wet chamber housing, it is advantageous if a coolant channel is provided for collecting the coolant. Instead of a coolant inlet in the wet-room housing, coolant can be introduced into the wet-room housing via the traction drive shaft and / or the auxiliary output shaft and / or a gap between them.

The traction drive clutch may have a plate carrier. This is rotatably mounted on the traction drive shaft, e.g. by means of a toothing. The PTO clutch may also have a plate carrier. This is rotatably mounted on the power take-off shaft, e.g. by means of a toothing. The one or more plate carriers may be a sheet metal part, e.g. Deep-drawn, and carries the friction lining, for example, on an outer edge portion.

The clutch housing of the dual clutch may be substantially formed of a clutch base plate, also referred to as a clutch housing, and a base plate support, each as a substantially bell-shaped sheet metal part, e.g. as a deep-drawn component, are formed. Clutch base plate and base plate carrier may be welded together.

The coupling housing may further comprise a support ring, also referred to as a housing support ring. This is preferably arranged radially inside the clutch base plate and axially between the base plate carrier and the Nebenabtriebsreibbelag. By means of such a support ring, the particular advantage is achieved that a conversion of the disengaged in the ground state PTO clutch is possible in a ground state engaged PTO clutch without much problems.

The clutch housing or in particular the base plate carrier can be connected via a toothing with a bow spring damper unit in connection and be rotationally coupled thereto. The latter can be connected to a flywheel, which in turn is connected to the drive. It is particularly advantageous if the coupling housing, in particular the base plate carrier is supported by means of a sliding bearing unit or similar storage in the axial direction, in particular on the flywheel. In this way, relative movements between flywheel and clutch housing or base plate carrier can be collected. One of the shafts, power take-off shaft or traction drive shaft can be mounted on the flywheel by means of a roller bearing.

The friction lining of the power take-off clutch can be arranged between the clutch housing, in particular the clutch base plate, and the plate carrier. Its fins are positionable in the axial direction and can be compressed by means of the Nebenabtriebsanpressplatte between this and the clutch housing, in particular the base plate carrier in the axial direction. The friction lining of the traction drive clutch can be arranged radially inside the disc carrier between this and a drive clutch housing. Its fins are positionable in the axial direction and can be compressed by means of the Fahrantriebsanpressplatte between this and the clutch housing in the axial direction.

In other words, one can say that the double clutch according to the invention, in particular for agricultural machines, has two clutches, one for the traction drive and one for the power take-off, for example a PTO shaft. The clutch is actuated via a hydraulic release system. Preferably, a hydraulic releaser opens / closes the disk packs by means of "pressure bell". The actuation of the safety clutch takes place via a two-stage force-displacement curve. An increase of the torque can be made possible by adding further friction and steel plates. The space remains almost the same. Parts of the double clutch are in a sealed capsule, which is rotatably connected to the bell housing. Attached to it is a connection. This port serves as a drain and is located at the bottom of the capsule, the oil is fed back to the oil sump of the gearbox. The supply of cooling oil via the hydraulic release. By using a bow spring damper clutch and PTO clutch are damped. The friction system is exposed to an oil volume flow, whose task is to carry away the resulting frictional heat from the clutch. Furthermore, results in a longer life of the friction system.

The invention will be explained in more detail with several embodiments with reference to a drawing. Showing:

1 1 is a schematic partial sectional view of a dual clutch according to the invention with a driving shaft coupling and a PTO clutch,

2 an enlarged section of the PTO clutch of 1 with un-engaged clutch,

3 the clipping of the 2 during an operation,

4 the clipping of the 2 after an operation during a return operation,

5 a diagram with a force-displacement curve of the coupling according to the invention and

6 a further embodiment of the coupling according to the invention for transmitting high torques.

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals. Details of the different embodiments can be combined with each other.

1 shows a double clutch 1 according to the invention. This has a traction drive clutch 2 , In the present embodiment, a driving shaft coupling 2 , and a power take-off clutch 3 , In the present embodiment, a PTO clutch 3 , on. The double clutch 1 is designed as a wet clutch. As will be explained in more detail below, the driving shaft coupling 2 closed in the inoperative state (normaly closed) while the PTO clutch 3 in the unactuated state is open (normaly open), as so-called safety PTO clutch.

The PTO clutch 3 has a plate carrier 4 on, by means of a PTO gearing 5 rotatably on a PTO shaft 6 is arranged as a power take-off shaft. The plate carrier 4 is a substantially bell-shaped sheet metal part, such as thermoforming component, and carries on the outside of its radially outer edge portion 7 a disc pack 8th as Nebenabtriebsreibbelag.

The driving shaft coupling 2 has a plate carrier 9 on, by means of a driving shaft gearing 10 rotatably on a drive shaft 11 is arranged as traction drive shaft. The plate carrier 9 is a substantially bell-shaped sheet metal part, such as thermoforming component, and carries on the inside of its radially outer edge portion 12 a disc pack 13 as traction drive friction lining.

The double clutch 1 further includes a clutch housing 14 on. This is essentially made up of a clutch base plate 15 , also as a Zapfkupplungsgehäuse 15 designated, and a base plate carrier 16 , which are each formed as a substantially bell-shaped sheet metal part, for example as a deep-drawn component. The coupling housing 14 also has a housing support ring 19 on the radially inside of the clutch base plate 15 and axially to the base support 16 is arranged supported, for this purpose sections with curved support tabs 20 is trained. The clutch base plate 15 and the base plate carrier 16 are by means of a circumferentially extending weld 17 welded together. The clutch base plate 15 is with a plurality of elongated in the axial direction recesses 18 provided in the radial direction in each case by a Nebenabtriebsanpressplatte 30 are penetrated. At the of the disk packs 8th . 13 opposite side of the clutch base plate 15 are leaf springs 21 for example by means of rivets 22 arranged. The leaf springs 21 extend from the rivet 22 with a spring arm radially outward and serve the provision of a further explained in the course Zapfkupplungszylinders 31 ,

The base plate carrier 16 is about a gearing 23 with a bow spring damper unit 24 in connection and is rotatable about this with the bow spring damper unit 24 coupled. The latter is by means of fittings 25 to a flywheel 26 Flanged, in turn, via glands 27 with a drive, not shown, for example, an internal combustion engine is connected. The base plate carrier 16 is by means of a sliding bearing unit 28 in the axial direction on the flywheel 26 supported. The sliding bearing unit 28 serves to relative movements between flywheel 26 and the rotationally fixed to the bow spring damper unit 24 arranged base plate carrier 16 to enable. In the flywheel 26 is also the PTO 6 by means of a rolling bearing 29 stored. As a result, the base plate carrier rotates 16 and thus also the clutch base plate 15 apart from speed fluctuations due to a bow spring damper unit 24 caused damping with the drive speed N _on .

The slat package 8th the PTO clutch 3 is radially inside the clutch base plate 15 and between this and the plate carrier 4 arranged. Its lamellae can be positioned in the axial direction and can by means of the Nebenabtriebsanpressplatte 30 in the axial direction against the housing support ring 19 be pressed together so that torque from the flywheel 26 over the bow spring damper unit 24 , the gearing 23 , the base plate carrier 16 , the clutch base plate 15 , the disc pack 8th , the plate carrier 4 and the PTO toothing 5 on the PTO 6 is transmitted.

The slat package 13 the driving shaft coupling 2 the embodiment of the 1 is radially inside the disk carrier 9 between this and a clutch housing 46 arranged. Its fins are positionable in the axial direction and can by means of the clutch housing 46 between this and the clutch base plate 15 be pressed together so that torque from the flywheel 26 over the bow spring damper unit 24 , the gearing 23 , the base plate carrier 16 , the clutch base plate 15 , the disc pack 13 , the plate carrier 9 and the driving shaft gearing 10 on the driving shaft 11 is transmitted.

The PTO clutch 3 is by means of the Zapfkupplungszylinders 31 actuated. The PTO cylinder 31 is essentially formed from sheet metal parts and has a pressure pot 32 , a majority of this with rivets 33 riveted retaining plates 34 and a PTO housing 35 on. The pressure pot 32 has a radial section extending substantially in the radial direction 36 and an adjoining on the outside, running in the axial direction collar portion 37 , The retaining plates 34 are with the radial section 36 riveted and have a substantially L-shaped cross section in the radial direction. The pressure pot 32 is with a radially inner portion with a collar 38 in Appendix.

The coupling housing 35 has a wall portion formed in the circumferential direction 39 of substantially hollow cylindrical shape. Drucktopfseitig are from this obliquely radially inwardly projecting cantilevers 40 formed in between the pressure pot 32 attached retaining plates 34 engage trained spaces and with a plate spring 43 in plant. The pressure pot side, undeformed areas of the wall section 39 lie radially inside the collar portion 37 of the pressure pot 32 at the collar section 37 at. This has holes extending in the radial direction 41 in, out of the wall section 39 radially outwardly bent tabs 42 so intervene that between pressure pot 32 and Zapfkupplungsgehäuse 35 There is a certain play in the axial direction, but a release from each other is not possible. At a displacement of pressure pot 32 and Zapfkupplungsgehäuse 35 to each other in the axial direction to move the tabs 42 in the holes 41 and the cantilevers 40 between the retaining plates 34 , The plate spring 43 is between the pressure pot 32 and the coupling housing 35 arranged such that it in the axial direction with a radially outer portion with the interposition of a metal ring 44 at the pressure pot 32 and with a radially inner portion with the cantilevers 40 in plant stands. In the radial direction, it is outside on the collar portion 37 of the pressure pot 32 and inside the retaining plates 34 supported. The cantilevers 40 are also located on the at the clutch base plate 15 attached leaf springs 21 at.

The driving shaft coupling 2 is by means of the clutch housing 46 actuated. This points to the clutch base plate 16 opposite side a collar 47 or a traction drive pressure plate 47 on and is on the clutch base plate 16 facing side with a clutch pressure bell 45 connected. Another plate spring 48 is in the radial direction on the outside of the clutch housing 46 supported. The plate spring 48 is in the axial direction with a radially inner portion on the clutch housing 46 , For example, at a bead, and with a radially outer portion with the interposition of a metal ring 49 on the clutch base plate 16 supported. In other words, the clutch base plate 16 and the clutch housing 46 by means of the plate spring 48 are clamped against each other in the axial direction.

The double clutch 1 has a hydraulic actuator 50 with a first actuating piston 51 , a second actuating piston 52 and a housing 53 on. The latter is via a flange 54 on the vehicle, flanged, for example, on a gear housing, not shown in the figures. The first actuating piston 51 and the second actuating piston 52 are in the housing 53 trained cylinder recesses 55 . 56 slidably received in the axial direction. The cylinder recesses 55 . 56 are over pressure oil connections 57 . 58 pressurized oil and axiallypositioned by appropriate control of the oil flow therein. The first actuating piston 51 carries at its end remote from the cylinder a rolling bearing 59 with which the with the pressure pot 32 in-standing collar 38 relative to the first actuating piston 51 is stored. The second actuating piston 52 carries at its end remote from the cylinder a rolling bearing 60 , with the one with the clutch clutch bell 45 in an existing collar 61 relative to the second actuating piston 52 is stored.

The driving shaft coupling 2 and the PTO clutch 3 are independently operable. In the unactuated state is the driving shaft coupling 3 closed (normally closed) while the PTO clutch 2 is open, (normally open). The unactuated state is in 2 shown. The to close the driving shaft clutches 2 and pressing against each other of the disk pack 8th required pressure force is through the diaphragm spring 48 generated.

The description of the operation of the driving shaft coupling 2 done with reference to 1 , Opposite the unactuated state of the second actuating piston 52 by pressurizing the cylinder recess 56 axially in the direction of the flywheel 26 and the clutch pressure bell 45 postponed. As a result of this change in position, there is a shift of the clutch clutch bell 45 together with the clutch housing 46 and the collar 47 against the force of the diaphragm spring 48 in the direction of the flywheel 26 away from the disk pack 13 so that this is no longer between the pin 47 and the clutch base plate 15 is clamped and the driving shaft coupling 2 opens. The provision of the driving shaft coupling 2 is due to pressure relief of the actuating piston 52 and the power of the diaphragm spring 48 causes.

The description of the operation of the PTO clutch 3 takes place with reference to the 2 . 3 and 4 , Compared to the unactuated state (see 2 ) becomes the first actuating piston 51 by pressurizing the cylinder recess 57 axially in the direction of the flywheel 26 and the pressure pot 32 postponed. As a result of this change in position, there is a shift of the Zapfkupplungszylinders 31 with pressure pot 32 , Retaining plates 34 and Zapfkupplungsgehäuse 35 in the axial direction towards the flywheel. This shift takes place against the force of the leaf springs 21 until the disc pack 8th completely closed and between the housing support ring 19 and the power take-off pressure plate 30 is clamped and the PTO clutch 3 closed is.

In another operation, the Nebenabtriebsanpressplatte 30 is already at the stop on the disk pack 8th and is not further in the direction of the flywheel 26 can be positioned, the pressure pot 32 and attached to this holding plates 34 continue in the direction of the flywheel 26 emotional. There is a relative movement between the pressure pot 32 and the retaining plates 34 on the one hand and the Nebenabtriebsanpressplatte 30 and the PTO housing 35 on the other hand in the axial direction. This relative movement takes place against the force between the pressure pot 32 and the coupling housing 35 preloaded disc spring 43 , 3 shows the resulting deformation of the diaphragm spring 43 schematically. By a suitable design of the diaphragm spring 43 and the leaf springs 21 can be in the diagram of the 5 that on the abscissa 62 the Einrückweg of the pressure pot 32 and on the ordinate 63 the force shows, represented actuation characteristic 64 be achieved. As shown there, the force increases very fast over the way and flattens in the break point 65 the characteristic curve. With the beginning of the break point 65 becomes the plate spring 43 increasingly compressed. This has the advantage that existing tolerances within the dual clutch have less severe effects on the contact pressure, as in a construction without diaphragm spring 43 (represented by means of the characteristic curve 66 ).

The double clutch according to the invention 1 is designed as a wet clutch and therefore by means of a housing 67 sealed against the environment. The housing 67 has a first housing part 68 , also referred to as motor-side wet room capsule, and a second housing part 69 , also referred to as transmission side wet room capsule on. These are by means of a flange 70 with the interposition of a housing seal 71 tightly connected. The flange 70 has a passage opening 72 or more through holes 72 on, with which the housing 67 and thus the double clutch 1 is mounted on a structure of a vehicle, not shown in the figures, for example on a transmission housing of a tractor. The base plate carrier 16 is by means of a bearing designed as a sealed bearing 73 opposite the first housing part 68 stored. 1 shows that the second housing part 69 with the interposition of a sealing ring 74 on the hydraulic actuator 50 is applied. This is in turn by means of a sealing ring 75 opposite the flange 54 sealed, which in turn by means of a simmering 76 opposite the driving shaft 11 seals. Finally, the base plate carrier 16 by means of a simmering 77 opposite the PTO 6 sealed.

In the hydraulic actuator 50 Furthermore, an oil supply line is formed. About this in a between the hydraulic actuator unit 50 and the flange 54 present gap in the housing 67 introduced cooling oil (at a temperature of about 80 ° C), for example, from the oil sump of the transmission, due to the rotation in the housing 67 recorded coupling components, such as the PTO 6 , the driving shaft 11 , the plate carrier 4 and 9 and the moving parts in the interior of the housing 67 distributed, for example, thrown radially outward. The oil is wetted during operation clutch-heating plate packs 8th and 13 and cools them off. An oil drain not shown in the figures is at the radially lowest point of the housing 67 provided so that heated by operation of the clutch heated oil simply out of the housing 67 can be removed, for example, to the oil sump of the transmission.

The assembly of the double clutch 1 On the vehicle, first by the in the housing 67 received and mounted double clutch 1 mounted on the gearbox of the vehicle by passing over the flanges 54 and 70 is screwed with this. In this case, the hydraulic actuator 50 connected to the vehicle hydraulics. The following is the bow spring damper unit 24 with the double clutch 1 on the example formed as a splined shaft toothing 23 merged.

In 6 an embodiment of a dual clutch is shown in which by adding a further plate pack 13B to the already existing disc pack 13A allows the maximum torque of the driving shaft coupling 2 increase without taking up additional space. The embodiment of the 6 corresponds substantially to the embodiment of the 1 , however, is next to the plate carrier 9 with the outer edge portion 12 another plate carrier 9a with another outer edge portion 12A provided, wherein the plate carrier 9A by riveting 78 on the plate carrier 9 is arranged. Furthermore, the pressure plate is slightly modified and protrudes in the radial direction in the direction of the driving shaft 11 as in the embodiment of 1 , The collar 47 finally extends in the radial direction on both sides of the clutch housing 46 , Regarding the operation of the driving shaft coupling 2 Reference is made to the corresponding description of the first embodiment.

LIST OF REFERENCE NUMBERS

1

 Double coupling

2

 Traction drive clutch, driving shaft coupling

3

 Power take-off clutch, PTO clutch

4

 plate carrier

5

 PTO gearing

6

 PTO, PTO shaft

7

 outer edge section

8th

 slats Packet

9

 plate carrier

10

 Driving shaft splines

11

 Driving shaft, traction drive shaft

12

 outer edge section

13

 slats Packet

14

 clutch housing

15

 Clutch base plate, Zapfkupplungsgehäuse

16

 Base support

17

 Weld

18

 recess

19

 Housing support ring

20

 support tab

21

 Spring unit, multi-disc spring unit, leaf spring

22

 rivet

23

 gearing

24

 Arc spring damper unit

25

 screw

26

 flywheel

27

 screw

28

 slide bearing unit

29

 roller bearing

30

 Nebenabtriebsanpressplatte

31

 PTO clutch cylinder

32

 Power take-off plug pot, pressure pot

33

 rivet

34

 Halteblech

35

 PTO clutch housing

36

 radial section

37

 collar section

38

 collar

39

 circumferential wall section

40

 cantilever

41

 hole

42

 flap

43

 Belleville spring

44

 metal ring

45

 Clutch pressure bell

46

 Clutch housing

47

 Collar, traction drive pressure plate

48

 Belleville spring

49

 metal ring

50

 hydraulic actuator

51

 first actuating piston

52

 second actuating piston

53

 casing

54

 flange

55

 cylinder recesses

56

 cylinder recesses

57

 Pressure oil connection

58

 Pressure oil connection

59

 roller bearing

60

 roller bearing

61

 collar

62

 abscissa

63

 ordinate

64

 curve

65

 inflection point

66

 curve

67

 Housing, wet room enclosure

68

 first housing part

69

 second housing part

70

 flange

71

 housing seal

72

 Through opening

73

 roller bearing

74

 seal

75

 seal

76

 Simmering

77

 Simmering

78

 rivet

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2006/084435 A1 [0005]
• DE 102012207244 A1 [0006]
• DE 102013214966 A1 [0007]
• DE 102013215079 A1 [0008]

Claims (10)

Double coupling ( 1 ), in particular multi-plate clutch, for coupling a motor vehicle engine with a traction drive shaft ( 11 ) of a motor vehicle transmission and / or a PTO shaft ( 6 ) of a power take-off of the motor vehicle, with a traction drive clutch ( 2 ) for coupling the motor vehicle engine with the traction drive shaft ( 11 ), with a power take-off clutch ( 3 ) for coupling the motor vehicle engine with the PTO shaft ( 6 ), wherein the traction drive clutch ( 2 ) and the power take-off clutch ( 3 ) are actuated independently of each other and are simultaneously engageable, characterized in that the double clutch ( 1 ) a wet room enclosure ( 67 ), in which the traction drive clutch ( 2 ) and the power take-off clutch ( 3 ) are received fluid-tight, and the PTO clutch ( 3 ) is disengaged in the unactuated state. Double coupling ( 1 ) according to claim 1, characterized in that the double clutch ( 1 ) a clutch housing ( 14 ), one with the PTO shaft ( 6 ) coupled power take-off friction lining ( 8th ) between a power take-off pressure plate ( 30 ) and the clutch housing ( 14 ) is arranged compressible and the Nebenabtriebsanpressplatte ( 30 ) by means of a spring unit ( 21 ) in one of the PTO friction pad ( 8th ) disengaged position, wherein the spring unit ( 21 ) preferably as a lamellar spring unit ( 21 ) is trained. Double coupling ( 1 ) according to claim 2, characterized in that the spring unit ( 21 ) formed as a pressure force spring unit and the coupling housing ( 14 ) and the power take-off pressure plate ( 30 ) opposite the coupling housing ( 14 ). Double coupling ( 1 ) according to one of the preceding claims, characterized in that the power take-off pressure plate ( 30 ) with one in the axial direction relative to the coupling housing ( 14 ) positionable power take-off clutch pot ( 31 ) operatively connected and in the axial direction relative to the coupling housing ( 14 ) is positionable. Double coupling ( 1 ) according to one of the preceding claims, characterized in that the power take-off pressure plate ( 30 ) and the power take-off plug pot ( 31 ) with the interposition of a pressure force accumulator ( 43 ) are operatively connected. Double coupling ( 1 ) according to one of the preceding claims, characterized in that the power take-off pressure plate ( 30 ) and the power take-off plug pot ( 31 ) are relatively positionable relative to each other in the axial direction. Double coupling ( 1 ) according to one of the preceding claims, characterized in that one with the traction drive shaft ( 11 ) coupled drive clutch friction pad ( 13 ) between a traction drive pressure plate ( 47 ) and the clutch housing ( 14 ) is arranged compressible and the traction drive pressure plate ( 47 ) and the coupling housing ( 14 ) by means of a pressure force accumulator ( 48 ) against each other in a traction drive clutch ( 2 ) closing position are biased. Double coupling ( 1 ) according to one of the preceding claims, characterized in that the power take-off pressure plate ( 30 ) and the traction drive pressure plate ( 47 ) are independently displaceable. Double coupling ( 1 ) according to one of the preceding claims, characterized in that the double clutch ( 1 ) at least one in a hydraulic housing ( 53 ) axially positionable hydraulic cylinder ( 51 . 52 ) for actuating the traction drive clutch ( 2 ) or the power take-off clutch ( 3 ), wherein the wet room housing ( 67 ) preferably on the hydraulic housing ( 53 ) and is sealed against this. Double coupling ( 1 ) according to one of the preceding claims, characterized in that the hydraulic cylinder ( 51 . 52 ) with the interposition of a storage ( 59 . 60 ) with the appropriate pressure plate ( 30 . 47 ) is operatively connected.

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