Coupling arrangement
AssigneeMAGNA Powertrain AG & Co KG
InventorsKlaus Eder, Markus Kohlböck, Johannes Quehenberger, Reinhard Weingartshofer
Life of this patent
Estimating the term…
Abstract
A coupling arrangement for a drive train of a motor vehicle includes at least one clutch which is arranged on a rotating shaft in order to couple the rotating shaft optionally with a drive element of the drive train, in which to couple the rotating shaft with the drive element, a first clutch part and a second clutch part can be brought into a form-fit engagement with each other by moving one of the clutch parts along the axis of the rotating shaft. To prevent jerks and vibrations in the drive train, a hydraulic damping device is provided which acts between the first clutch part and the second clutch part.
Claims21
1-11. (canceled)
A coupling arrangement for a drive train of a motor vehicle, the coupling arrangement comprising:
- a clutch configured for arrangement on a rotating shaft to couple the rotating shaft with a drive element of the drive train, the clutch including a first clutch part and a second clutch part each configured to couple the rotating shaft to the drive element, wherein the first clutch part and the second clutch part are configured for form-fit engagement with each other via movement of one of the first clutch part and the second clutch part along the rotational axis of the rotating shaft;
- a hydraulic damping device configured to act operatively between the first clutch part and the second clutch part;
- an actuator device for the clutch, the actuator device having a pair of actuators;
- a balancing chamber configured for operative connection to the damping chamber via a connection opening when the clutch is in the released state;
- a control segment provided on the damping chamber and configured to initiate closure of the connection opening when one of the first clutch part and the second clutch part reaches a predetermined axial position in the engagement direction;
- and
- an elastic element configured to operatively act between the first clutch part and the second clutch part.
The coupling arrangement of claim 1, wherein:
- the hydraulic damping device comprises a damping chamber configured to receive a fluid, the damping chamber having wall segments which are mobile relative to each other and each coupled with one of the first clutch part and the second clutch part;
- and
- the damping chamber has at least one outflow opening configured to permit flow of the fluid out from the damping chamber.
A coupling arrangement for a drive train of a motor vehicle, the coupling arrangement comprising:
- at least one clutch configured for arrangement on a rotating shaft to couple the rotating shaft with a drive element of the drive train, the at least one clutch including a first clutch part and a second clutch part each configured to couple the rotating shaft to the drive element, wherein the first clutch part and the second clutch part are configured for form-fit engagement with each other via movement of one of the first clutch part and the second clutch part along the rotational axis of the rotating shaft;
- and
- a hydraulic damping device configured to act operatively between the first clutch part and the second clutch part.
A coupling arrangement for a drive train of a motor vehicle, the coupling arrangement comprising:
- a clutch configured for arrangement on a shaft and including a first clutch part and a second clutch part each configured to couple the shaft to the drive element of the drive train;
- and
- a damping device having a damping chamber configured to receive a fluid, the damping chamber having wall segments which are mobile relative to each other and each coupled with one of the first clutch part and the second clutch part, and at least one outflow opening configured to permit flow of the fluid out from the damping chamber,
- wherein the damping device is configured to act operatively between the first clutch part and the second clutch part such that contact between the first clutch part and the second clutch part is prevented when the clutch is engaged.
Dependencies are inferred from the claim text.