WO2015197061A1 - Wet dual multi-plate clutch - Google Patents

Abstract

The invention relates to a dual clutch (1), in particular a dual multi-plate clutch, for coupling a motor vehicle engine to a drive shaft (11) of a motor vehicle transmission and/or an auxiliary drive shaft (6) of an auxiliary drive of the motor vehicle, in particular a power take-off (6), comprising a drive clutch (2) for coupling the motor vehicle engine to the drive shaft (11), and an auxiliary drive clutch (3) for coupling the motor vehicle engine to the auxiliary drive shaft (6); the drive clutch (2) and the auxiliary drive clutch (3) are to be actuated independently of one another and can be engaged simultaneously; the dual clutch (1) further comprises a wet housing (67) inside which the drive clutch (2) and the auxiliary drive clutch (3) are fluid-tightly accommodated; the auxiliary drive clutch (3) is disengaged in the non-actuated state.

Description

 Wet multi-plate clutch

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 PTO 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. It is between conventional double clutches, in which the driving shaft coupling and the PTO clutch are closed in the unactuated state, 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

unconfirmed state is open, distinguished.

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.

To the problem described above is added that the average

Performances of dual-clutch motor vehicles, for example, tractors, and thus increase the stresses of the clutches continuously. Today's tractor Double clutches are partly at their performance limit, especially in terms of thermal stress.

From WO 2006/084435 A1 discloses a clutch unit with a on a

Flywheel mountable housing in which are formed to form a first and a second clutch rotatable relative to the housing, but axially displaceable pressure plates are, each associated with a clutch disc, the clutches are independently operable by pivotally mounted on the housing lever arrangements, each a lever assembly 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, which is arranged axially between the adjacent pressure plates, whereas the second clutch provided on the side facing away from the flywheel of the first clutch is opened in the unactuated state and is forcibly closed by a force applied to its lever arrangement, wherein the Lever arrangement of the second clutch is coupled to the associated pressure plate via axially acting tension elements and between these tension elements and this pressure plate at least one spring element is clamped, which has a predetermined bias when the second friction clutch is open and undergoes an additional resilient deformation when closing the second clutch.

From DE 10 2012 207 244 A1 discloses 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 a Clutch housing encompassed, which includes a sheet metal forming part.

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

From DE 10 2013 215 079 A1 discloses a double clutch for coupling a drive shaft of a motor vehicle engine with a transmission shaft of a motor vehicle transmission and / or a power take-off of the motor vehicle, in particular a PTO, with a first friction clutch for frictional pressing a coupled 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 counter plate, wherein the second pressure plate for closing the second friction clutch in the axial direction is displaceable, a first actuating element for displacing the first pressure plate, a second actuating element for displacing the second Pressure plate, wherein the second pressure 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 to develop a dual clutch that can absorb or dissipate more frictional heat with the same or only slightly larger space, and also provides a simple extension of the maximum torque. The dual clutch should be able to replace known dual clutches with the least possible modification effort for the customer ("plug in" solution) .The dual clutch according to the invention should also be an uncomplicated conversion from a conventional design (normally closed) to a safety design (normally opened) and vice versa. 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 into the closed, engaged state by a user-side active actuation. 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 have a clutch housing, one with the

Nebenabtriebsreibbelag coupled between a

Nebenabtnebsanpressplatte and the clutch housing can be arranged compressible and the Nebenabtnebsanpressplatte by means of a spring unit in one of

Nebenabtriebsreibbelag disengaged position can be biased, wherein the spring unit is preferably designed 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 may be formed as a, a pressure force generating spring unit / compression spring unit and preferably attached to the clutch housing. It can in particular be riveted to the coupling housing. The pressure force spring unit serves to the

To bias auxiliary sub-pressure plate against 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 auxiliary slave pressure plate may be provided with one in axial

Direction relative to the clutch housing positionable Nebenabtnebskupplungstopf operatively connected and be positioned in the axial direction relative to the clutch housing. The Nebenabtnebsanpressplatte and Nebenabtnebskupplungstopf can be operatively connected in particular with the interposition of a pressure force accumulator, in particular a prestressed pressure force accumulator. The pressure accumulator is preferably a plate spring and is located on the one hand on the Nebenabtnebsanpressplatte and on the other hand

 Nebenabtnebskupplungstopf, preferably with the interposition of a metal ring. It can thus be ensured in a particularly advantageous manner that the Nebenabtnebsanpressplatte and the Nebenabtnebskupplungstopf 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 to the pressure force accumulator between

Ancillary slave pressure plate and auxiliary slave cup off. As soon as the force acting on the pressure energy storage force exceeds a certain limit, by the Preload the pressure force accumulator is determined, this springs 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 driving friction coupled to the drive shaft drive clutch friction between a Fahrantriebsanpressplatte and the clutch housing can be arranged compressible. 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. He is sealed in particular in the passage through the wet chamber 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 already 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. Cooling oil from an oil reservoir, for example transmission oil from the transmission, can be introduced into the wet space via the connections, for example, and returned therefrom via the outlet to the oil sump of the transmission. For a most effective return of oil from the wet room housing, it is advantageous if a coolant trough is provided for collecting the coolant. Instead of a coolant inlet in the wet-room housing can coolant via the traction drive shaft and / or the

PTO shaft and / or a gap between them are introduced into the wet room enclosure.

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 one is rotatable on the

Power take-off shaft arranged, 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 power take-off clutch engaged in a ground state

Power take-off clutch without major problems is possible.

The clutch housing or in particular the base plate carrier can via a

Gearing with a bow spring damper unit in connection and be coupled with this rotationally. 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 by means of

Nebenabtriebsanpressplatte between this and the clutch housing, in particular the base plate carrier, are compressed in the axial direction. The friction lining of the traction drive clutch can be arranged radially inside the disk carrier between the latter 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, it can be said that the dual clutch according to the invention, in particular for agricultural machinery, has two clutches, one for the traction drive and one for the power take-off, e.g. a PTO. The clutch is actuated via a hydraulic release system. Preferably, a hydraulic release device opens / closes the disk packs by means of "pressure bells." The safety coupling is controlled by a two-stage force-displacement curve Parts of the double clutch are housed in a sealed capsule that is non-rotatably connected to the bell housing, with a connection attached to it, which serves as a drain and is located on the underside of the capsule, the oil being fed back to the oil sump of the gearbox The friction oil is subjected to an oil volume flow, the task of which is to remove the resulting frictional heat from the coupling and to increase the life of the friction system.

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

Fig. 1 is a schematic partial sectional view of an inventive

 Double clutch with a driving shaft coupling and a PTO clutch,

Fig. 2 at an enlarged detail of the PTO clutch of FIG. 1 at

unactuated clutch, 3 shows the detail of FIG. 2 during an actuation,

4 shows the detail of FIG. 2 after an actuation during a return operation, FIG.

Fig. 5 is a diagram with a force-displacement characteristic of the coupling according to the invention and

Fig. 6 shows a further embodiment of the coupling according to the invention for

 Transmission of high torques.

The figures are merely schematic in nature and are only for the understanding of

Invention. The same elements are provided with the same reference numerals. Details of the different embodiments can be combined with each other.

FIG. 1 shows a double clutch 1 according to the invention. This has a Fahrantriebskupp- ment 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 is closed (normally closed) in the unactuated state, while the PTO clutch 3 in the unactuated state is open (normaly open), as a so-called safety PTO clutch.

The PTO clutch 3 has a plate carrier 4, which is non-rotatably arranged by means of a PTO 5 on a PTO shaft 6 as a PTO shaft. The plate carrier 4 is a substantially bell-shaped sheet metal part, e.g. Deep-drawn component, and carries on the outside of its radially outer edge portion 7 a plate pack 8 as Nebenabtriebsreibbelag.

The driving shaft coupling 2 has a plate carrier 9, which is non-rotatably mounted on a driving shaft 1 1 as traction drive shaft by means of a driving shaft toothing 10. The plate carrier 9 is a substantially bell-shaped sheet-metal shaped part, for example, thermoformed component, and carries on the inside of its radially outer edge portion 12 a plate pack 13 as Fahrantriebsreibbelag. The dual clutch 1 further includes a clutch housing 14. This is essentially formed from a clutch base plate 15, also referred to as a Zapfkupplungsgehäuse 15, and a base plate support 16, which are each formed as a substantially bell-shaped sheet metal part, for example as a deep-drawing component. The clutch housing 14 also has a housing support ring 19, which is arranged radially inside the clutch base plate 15 and axially supported on the base plate carrier 16, which is formed for this purpose in sections with curved support tabs 20. The clutch base plate 15 and the base plate carrier 16 are welded together by means of a circumferentially extending weld 17. The clutch base plate 15 is provided with a plurality of elongated recesses 18 in the axial direction, which are penetrated in the radial direction in each case by a Nebenabtriebsanpressplatte 30. On the side facing away from the disk packs 8, 13 side of the clutch base plate 15 leaf springs 21 are arranged, for example by means of rivets 22. The leaf springs 21 extend radially outwardly from the rivet 22 with a spring arm and serve to restore a PTO clutch cylinder 31 explained in the further course.

The base plate carrier 16 is connected via a toothing 23 with a Bogenfederdämpferein- unit 24 in conjunction and is rotatably coupled via this with the Bogenfederdämpfereinheit 24. The latter is flanged by means of screws 25 to a flywheel 26, which in turn is connected via screw 27 with a drive, not shown, for example, an internal combustion engine. The base plate carrier 16 is supported by means of a sliding bearing unit 28 in the axial direction of the flywheel 26. The sliding bearing unit 28 serves to enable relative movements between the flywheel 26 and the base plate carrier 16 arranged non-rotatably on the bow spring damper unit 24. In addition, the PTO shaft 6 is supported by means of a roller bearing 29 in the flywheel 26. As a result, the base plate support 16 and thus the clutch base 15 rotates except for speed fluctuations due to a caused by the sheet spring damper unit 24 attenuation _at the input speed N.

The disk set 8 of the PTO clutch 3 is arranged radially inside the clutch base plate 15 and between the latter and the disk carrier 4. Its lamellae are positionable in the axial direction and can be compressed by means of the Nebenabtriebsanpressplatte 30 in the axial direction against the housing support ring 19 so that torque from the flywheel 26 via the bow spring damper unit 24, the teeth 23, the basic Plate support 16, the clutch base plate 15, the plate pack 8, the plate carrier 4 and the PTO 5 is transmitted to the PTO shaft 6.

The disk set 13 of the driving shaft coupling 2 of the embodiment of FIG. 1 is arranged radially inside of the disk carrier 9 between this and a drive clutch housing 46. Its lamellae can be positioned in the axial direction and can be compressed by means of the drive coupling housing 46 between the latter and the clutch base plate 15, so that torque from the flywheel 26 via the bow spring damper unit 24, the toothing 23, the base plate carrier 16, the clutch base plate 15, the plate pack 13, the plate carrier 9 and the driving shaft 10 is transmitted to the driving shaft 1 1.

The PTO clutch 3 is actuated by means of the PTO clutch cylinder 31. Of the

Zapfkupplungszylinder 31 is formed substantially from sheet metal parts and has a pressure pot 32, a plurality of riveted thereto by means of rivets 33 holding plates 34 and a Zapfkupplungsgehäuse 35. The pressure pot 32 has a substantially radially extending radial portion 36 and an adjoining the outer side, extending in the axial direction collar portion 37. The retaining plates 34 are riveted to the radial portion 36 and have a substantially L-shaped cross-section in the radial direction , The pressure pot 32 is in engagement with a radially inner portion with a collar 38.

The Zapfkupplungsgehäuse 35 has a circumferentially formed

Wall section 39 of substantially hollow cylindrical shape. Pressure pot side are formed from this obliquely radially inwardly projecting cantilever arms 40 which engage in between the holding plate 34 attached to the pressure cup 32 formed spaces and are in contact with a plate spring 43. The pressure pot-side, undeformed areas of the wall portion 39 abut radially on the collar portion 37 radially inside the collar portion 37 of the pressure pot 32. This has holes 41 extending in the radial direction, into which tabs 42 bent radially outwards from the wall section 39 engage such that there is a certain play in the axial direction between the pressure pot 32 and the coupler housing 35, but it is not possible to release each other. In a displacement of pressure pot 32 and Zapfkupplungsgehäuse 35 to each other in the axial direction, the tabs 42 move in the holes 41 and the cantilever arms 40 between the holding plates 34. The plate spring 43 is between the pressure pot 32 and the Zapfkupplungsgehäuse 35 arranged so that it is in the axial direction with a radially outer portion with the interposition of a metal ring 44 on the pressure pot 32 and a radially inner portion with the cantilevers 40 in abutment. In the radial direction, it is supported outside on the collar portion 37 of the pressure pot 32 and on the inside of the retaining plates 34. The cantilevers 40 are further applied to the attached to the clutch base plate 15 leaf springs 21.

The driving shaft coupling 2 is operated by means of the driving clutch housing 46. This has on the clutch base plate 16 opposite side of a collar 47 or a Fahrantriebsanpressplatte 47 and is connected to the clutch base plate 16 side facing a clutch clutch bell 45. Another plate spring 48 is supported in the radial direction on the outside of the clutch housing 46. The plate spring 48 is in the axial direction with a radially inner portion on the clutch housing 46, e.g. at a beaded edge, and supported with a radially outer portion with the interposition of a metal ring 49 on the clutch base plate 16. In other words, the clutch base plate 16 and the clutch housing 46 are clamped by means of the plate spring 48 in the axial direction against each other.

The dual clutch 1 has a hydraulic actuating unit 50 with a first actuating piston 51, a second actuating piston 52 and a housing 53. The latter is flanged by a flange 54 on the vehicle, for example on a gear housing, not shown in the figures. The first actuating piston 51 and the second actuating piston 52 are slidably received in the housing 53 formed in the cylinder recesses 55, 56 in the axial direction. The cylinder recesses 55, 56 are pressurized oil via pressure oil ports 57, 58 and axially positioned therein by appropriate control of the oil flow. The first actuating piston 51 carries at its end remote from the cylinder a roller bearing 59, with which the standing with the pressure pot 32 adjusting ring 38 is mounted relative to the first actuating piston 51. The second actuating piston 52 carries at its end remote from the cylinder a roller bearing 60, with which a standing with the clutch clutch bell 45 in abutment collar 61 is mounted relative to the second actuating piston 52.

The driving shaft coupling 2 and the PTO clutch 3 are independently operable. In the unactuated state, the driving shaft coupling 3 is closed (normally closed) while the PTO clutch 2 is open (normally open). The unactuated state is shown in FIG. To close the driving shaft clutches 2 and

Press against each other of the disk pack 8 required pressure force is generated by the plate spring 48.

The description of the operation of the driving shaft coupling 2 is made with reference to FIG. 1. Compared to the unactuated state of the second actuating piston 52 is displaced by pressurizing the Zylinderausnehmung 56 axially in the direction of the flywheel 26 and the clutch clutch bell 45. As a result of this change in position, there is a displacement of the clutch clutch bell 45 together with the drive clutch housing 46 and the collar 47 against the force of the plate spring 48 in the direction of the flywheel 26 away from the disk set 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 effected by pressure relief of the actuating piston 52 and the force of the plate spring 48.

The description of the operation of the PTO clutch 3 is made with reference to FIGS. 2, 3 and 4. Compared with the unactuated state (see Fig. 2), the first actuating piston 51 is axially displaced by pressurizing the cylinder recess 57 in the direction of the flywheel 26 and the pressure pot 32. As a result of this change in position, there is a shift of the PTO clutch cylinder 31 with pressure pot 32, retaining plates 34 and Zapfkupplungsgehäuse 35 in the axial direction towards the flywheel. This displacement takes place against the force of the leaf springs 21 until the disk set 8 is completely closed and clamped between the housing support ring 19 and the Nebenabtriebsanpressplatte 30 and the PTO clutch 3 is closed.

In a further operation, the Nebenabtriebsanpressplatte 30 is already in abutment on the disk set 8 and is not positioned further in the direction of the flywheel 26, the pressure pot 32 and attached thereto holding plates 34 are further moved in the direction of the flywheel 26. There is a relative movement between the pressure pot 32 and the holding plates 34 on the one hand and the Nebenabtriebsanpressplatte 30 and the Zapf- coupling housing 35 on the other hand in the axial direction. This relative movement takes place against the force of the disc spring prestressed between the pressure pot 32 and the PTO clutch housing 35. FIG. 3 shows the resulting deformation of the diaphragm spring 43 schematically. By a suitable design of the plate spring 43 and the leaf springs 21 in the diagram of Fig. 5, the abscissa 62 on the Einrückweg of the pressure pot 32 and on the ordinate 63 shows the force shown actuating characteristic 64 can be achieved. As shown in there, the force increases very fast over the path and flattens off at the break point 65 of the characteristic curve. With the beginning of the break point 65, the plate spring 43 is increasingly compressed. This has the advantage that existing tolerances within the double clutch have less severe effects on the contact pressure, as in a construction without cup spring 43 (shown by means of the characteristic curve 66).

The double clutch 1 according to the invention is designed as a wet clutch and therefore sealed by a housing 67 from the environment. The housing 67 has a first housing part 68, also referred to as a motor-side wet room capsule, and a second

Housing part 69, also referred to as the transmission side wet room capsule, on. These are connected by means of a flange 70 with the interposition of a housing seal 71 tightly together. The flange 70 has a passage opening 72 or a plurality of passage openings 72, with which the housing 67 and thus the dual 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 mounted relative to the first housing part 68 by means of a rolling bearing 73 designed as a sealed bearing. FIG. 1 shows that the second housing part 69 rests against the hydraulic actuating unit 50 with the interposition of a sealing ring 74. This is in turn sealed by means of a sealing ring 75 against the flange 54, which in turn seals by means of a Simmerings 76 against the driving shaft 1 1. Finally, the base plate carrier 16 is sealed by means of a Simmering 77 against the PTO shaft 6.

In addition, an oil supply line is formed in the hydraulic actuation unit 50. About this in a present between the hydraulic actuator 50 and the flange 54 gap in the housing 67 introduced cooling oil (having a temperature of about 80 ° C), for example from the oil sump of the transmission, is due to the rotation of the recorded in the housing 67 clutch components , For example, the PTO shaft 6, the drive shaft 1 1, the plate carrier 4 and 9 and the moving parts, distributed in the interior of the housing 67, for example, thrown radially outward. The oil thereby wets the disk packs 8 and 13, which heat up during operation of the clutch, and cool them. An oil drain not shown in the figures is at the radially lowest point of the housing. Ses 67 provided so that heated by operation of the clutch heated oil can be easily removed from the housing 67, for example, to the oil sump of the transmission.

The assembly of the dual clutch 1 on the vehicle takes place by first mounting the dual clutch 1 accommodated and mounted in the housing 67 on the transmission housing of the vehicle by screwing it with the latter via the flanges 54 and 70. In this case, the hydraulic actuating unit 50 is connected to the vehicle hydraulic system. Subsequently, the bow spring damper unit 24 is connected to the double clutch 1 via the e.g. formed as a spline shaft toothing 23 merged.

FIG. 6 shows an embodiment of a dual clutch in which, by adding a further plate set 13B to the already present plate set 13A, it is possible to increase the maximum torque of the driving shaft coupling 2 without taking up additional installation space. The embodiment of FIG. 6 essentially corresponds to the embodiment of FIG. 1, however, in addition to the plate carrier 9 with the outer edge portion 12, a further plate carrier 9a provided with a further outer edge portion 12A, wherein the plate carrier 9A arranged by means of rivets 78 on the plate carrier 9 is. Furthermore, the pressure plate is slightly modified and protrudes in the radial direction in the direction of the driving shaft 1 1 as in the embodiment of Fig. 1. The collar 47 extends eventually in the radial direction on both sides of the clutch housing 46. With respect to the operation of the driving shaft coupling 2 is on referenced the corresponding description of the first embodiment.

LIST OF REFERENCE NUMBERS

Double coupling

 Traction drive clutch, driving shaft coupling

Power take-off clutch, PTO clutch

plate carrier

 PTO gearing

 PTO, PTO shaft

outer edge section

 slats Packet

plate carrier

Driving shaft splines

Driving shaft, traction drive shaft

outer edge section

slats Packet

clutch housing

Clutch base plate, Zapfkupplungsgehäuse base plate carrier

Weld

recess

Housing support ring

support tab

Spring unit, multi-disc spring unit, leaf spring rivet

gearing

Arc spring damper unit

screw

flywheel

screw

slide bearing unit

roller bearing

Nebenabtriebsanpressplatte

PTO clutch cylinder

Power take-off plug pot, pressure pot rivet

Halteblech

PTO clutch housing

radial section

collar section

collar

circumferential wall section cantilever

hole

flap

Belleville spring

metal ring

Clutch pressure bell drive clutch housing

Collar, traction drive plate plate spring

metal ring

hydraulic actuating unit first actuating piston second actuating piston housing

flange

cylinder recesses

cylinder recesses

Pressure oil connection

Pressure oil connection

roller bearing

roller bearing

collar

abscissa

ordinate

curve

inflection point

curve

Housing, wet room enclosure first housing part second housing part flange

Casing gasket Through hole Rolling bearing

seal

seal

Simmering

Simmering

rivet

Claims

claims Double clutch (1), in particular multi-plate clutch, for coupling a motor vehicle engine with a drive shaft (1 1) of a motor vehicle transmission and / or a power take-off 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 (1 1 ), 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) to operate independently and simultaneously engageable, characterized in that the dual clutch (1) a Wet chamber housing (67), in which the traction drive clutch (2) and the Power take-off clutch (3) are received fluid-tight, and the power take-off clutch (3) is disengaged in the unactuated state. Double clutch (1) according to claim 1, characterized in that the double clutch (1) has a clutch housing (14), a with the power take-off shaft (6) coupled Nebenabtriebsreibbelag (8) between a Nebenabtriebsanpressplatte (30) and the clutch housing (14) arranged compressible is and the Nebenabtriebsanpressplatte (30) by means of a spring unit (21) in one of Nebenabtriebsreibbelag (8) disengaged position is biased, wherein the spring unit (21) is preferably formed as a plate spring unit (21). Double clutch (1) according to claim 2, characterized in that the spring unit (21) formed as a compression force spring unit and is secured to the clutch housing (14) and biases the Nebenabtriebsanpressplatte (30) relative to the clutch housing (14). Double clutch (1) according to one of the preceding claims, characterized in that the Nebenabtriebsanpressplatte (30) operatively connected to a in the axial direction relative to the clutch housing (14) positionable Power take-off plug (31) and in the axial direction relative to the clutch housing (14) is positionable. 5. Double clutch (1) according to one of the preceding claims, characterized in that the Nebenabtnebsanpressplatte (30) and the  Nebenabtriebskupplungstopf (31) with the interposition of a pressure force accumulator (43) are operatively connected. 6. Double clutch (1) according to one of the preceding claims, characterized in that the Nebenabtnebsanpressplatte (30) and the  Nebenabtriebsupplungstopf (31) relative to each other in the axial direction are relatively positioned. 7. Double clutch (1) according to any one of the preceding claims, characterized in that a driving drive shaft (1 1) coupled Fahrkupplungsreibbe- lay (13) between a Fahrantriebsanpressplatte (47) and the clutch housing (14) is arranged compressible and the Fahrantriebsanpressplatte ( 47) and the clutch housing (14) by means of a pressure force accumulator (48) against each other in one of the traction drive clutch (2) closing position are biased.  8. Double clutch (1) according to one of the preceding claims, characterized in that the Nebenabtnebsanpressplatte (30) and the Fahrantriebsanpressplatte (47) are independently displaceable. 9. dual clutch (1) according to any 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) and the power take-off clutch (3) wherein the wet chamber housing (67) preferably bears against the hydraulic housing (53) and is sealed off from it. 10. Double clutch (1) according to one of the preceding claims, characterized in that the hydraulic cylinder (51, 52) with the interposition of a bearing (59, 60) with the corresponding pressure plate (30, 47) is operatively connected.