FR2791009A1 - Assembly consisting of a clutch associated with an electrical machine, especially a motor vehicle - Google Patents

Abstract

The assembly consists of a clutch associated with an electric machine (50), especially a motor vehicle having a flywheel. The double damping flywheel (10) comprises a primary flywheel (11) designed to be connected to the crankshaft (1) of the vehicle engine and a secondary flywheel (12) designed to receive the clutch mechanism (60) of the clutch system which includes a cover (61) clutching and de clutching units (63) and a pressure plate (62), torsional damper with circumferential action being kinematically arranged between the primary and secondary flywheels. The rotor (51) of the electrical machine is borne by the primary flywheel, the secondary flywheel comprising a plate (16) having a friction surface adapted to co-operate with a friction disc (70) lining (72) by the action of the clutch via the pressure plate.

Description

The present invention relates to a clutch associated with a

  electric machine, in particular for a motor vehicle.

  A clutch, in particular for a motor vehicle, generally comprises a clutch mechanism essentially consisting of a cover, a pressure plate and engagement means intended to tighten at least one friction lining, carried by a friction disc, between the pressure plate and a reaction plate belonging to a flywheel stalled in rotation on the engine crankshaft

internal combustion.

  Proposals have already been made, in particular in document DE-C-3 227 810, for an assembly consisting of a clutch associated with an electric machine, the rotor of which is carried by the reaction plate, the electric machine being shaped to constitute an alternator and a starter for the engine of a motor vehicle. Generally, said assembly is housed inside a clutch housing or bell. It has also already been proposed to provide a motor vehicle with a flywheel of the double type, or double damping flywheel, of the type comprising a primary flywheel intended to be connected to the crankshaft of the vehicle engine and a secondary flywheel intended to receive the clutch; circumferential action torsional damping means are kinematically disposed between the primary and secondary flywheels; as is known, such an arrangement allows excellent filtering of the torsional oscillations generated by the engine, particularly in low revs, with the consequence of a significant reduction in noise, in particular in the

gearbox.

  The present invention relates to an assembly consisting of a clutch associated with an electric machine, in particular for a motor vehicle in which the steering wheel is a double damping flywheel, said assembly making it possible to better erase the

  acyclisms, sinusoidal, of the internal combustion engine.

  According to the invention, an assembly is proposed comprising a clutch associated with an electric machine, in particular for a motor vehicle equipped with a double damping flywheel of the kind comprising a primary flywheel intended to be connected to the crankshaft of the vehicle engine and a secondary flywheel intended to receive the clutch clutch mechanism which comprises a cover, clutch-declutching means and a pressure plate, torsional damping means with circumferential action being kinematically disposed between the primary and secondary flywheels, the elastic means being constituted by springs arranged circumferentially and bearing on one side on the primary flywheel and on the other side on the secondary flywheel, said

  springs being distributed in two rows offset axially.

  Thanks to this arrangement, the torsional damping means have a small radial size, which leads to a compact assembly well suited to the application to a motor vehicle, and are liable to a large angular clearance, in particular when the

  springs in both rows are in series.

  Other characteristics of the assembly according to the invention are

defined in the claims.

  To better understand the object of the invention, we will now describe, by way of example, purely illustrative and not limiting, embodiments shown in the accompanying drawings. In these drawings: - Figure 1 is a sectional view of an assembly according to the invention; - Figures 2 and 3 are similar to Figure 1 and

  each represent an overall variant according to the invention.

  Referring to Figure 1, we see that an assembly according to the invention comprises a double damping flywheel 100, a machine

  electric 150 and a clutch mechanism 160.

  The double flywheel 100 includes a primary flywheel 111 and a

secondary flywheel 112.

  The primary flywheel 111 has a central hub 113 by which it is connected, here by screws 14, to the crankshaft 1 of the engine of the motor vehicle; the primary flywheel 111 is of revolution, with a C-shaped axial section, and has an external skirt 115 called

  primary, annular in shape and axially oriented.

  The secondary flywheel 112 comprises a plate 116 of annular shape of transverse orientation provided at its internal periphery with an annular flange 117. The secondary flywheel 112 is intended to receive a clutch mechanism 160, as described below, and constitutes a reaction plate adapted to cooperate with a friction disc associated with the clutch mechanism 160. The secondary flywheel 112 is thus intended to be disengageably linked in rotation to the input shaft 2 of the gearbox, via the clutch mechanism 160,

forming a unitary whole.

  Circumferential action torsional damping means are kinematically disposed between the primary 111 and secondary 112 flywheels; these torsional damping means comprise elastic means with circumferential action and means of

friction with axial action.

  The internal flange 117 of the secondary flywheel 112 carries, applied on its face facing the primary flywheel 111, a crown 119 which is fixed to it by screws 120. A bearing means, here a ball bearing 121, is placed between the periphery internal of the crown 119 and the external periphery of the central hub 113 of the primary flywheel 111, the primary flywheels 111 and secondary

  112 being caused to rotate relative to each other.

  The internal cylindrical bearing surface of the internal race, called the internal ring, of the bearing 121 is machined at the end of the central hub 113, at the external periphery of the latter, so that a transverse bearing surface 122 is axially wedged by a side of the internal race with respect to the central hub 113; on the other side, this is wedged by a washer 123 with holes for the passage of the screws 14, the head of which applies the washer 123 to the internal raceway and the front face of the central hub 113 with respect to which said raceway internal bearing is stalled

axially in both directions.

  The primary flywheel 111 with its primary skirt 115 and its central hub 113 defines, in cooperation with the secondary flywheel 112, the crown 119 and the bearing 122, an annular volume 124 in which

  the torsion damping means are placed.

  The elastic means are coil springs 25 here of the concentric type extending circumferentially distributed in two rows offset axially and bearing on one side on the steering wheel

  primary 111 and on the other side on the secondary flywheel 112.

  The supports on the secondary flywheel side 112, called secondary supports, of the springs of a row, consist of a radial edge 126 of a notch cut out at the outer periphery of a web 127

  overall transverse. The notch is open to the outside.

  The veil 127, here metallic, is secured by its internal periphery to the crown 119, here by rivets 128 which press the veil 127 on the transverse face of the crown 119 facing the primary flywheel 111. The veil 127 extends towards the axis to the right of the outer race, called the outer ring, of the bearing 121 so as to wedge it on one side axially with respect to the ring 119; the external cylindrical bearing surface of the external raceway is machined on only a fraction of the internal periphery of the crown 119 so that a transverse bearing surface 129 is defined axially wedging on the other side this external raceway relative to the crown 119: thus, this external raceway is wedged on both sides with respect to said

crown 119.

  The supports on the primary flywheel side 111, called primary supports, for these springs 25 are pairs of supports, the supports of each pair being arranged axially on either side of the web 127: one of these supports is constituted by the radial face of a support shoe 130 secured to the primary flywheel 111 by rivets 131; the other support is carried by the bottom 134 of a cup-shaped sheet metal part 133; the bottom 134 is provided with a central opening through which it

  surrounds the crown 119 while being at the right of the latter.

  The bottom 134 of the section 133 extends along an axial cylindrical edge, which runs along the primary skirt 115, in contact with the internal periphery of the latter in which it fits; this edge ends with a transverse rim 137 pressed against the transverse end face of the primary skirt 115 by screws

  joining the cut 133 to the primary flywheel 111.

  The primary skirt 115 of the primary flywheel 111 surrounds the two rows of springs 25 arranged side by side axially; the springs 25 of the two rows are kinematically coupled in parallel. To do this, the bottom 134 of the section 133 carries support pads 130 arranged back to back; an additional web 127A cooperates, here by means of notches open towards the outside, with the springs 25 of the row arranged on the side of the clutch mechanism 160; these same springs 25 also cooperate with support pads 130, placed opposite the pads 130 carried by the bottom 134 of the cup 133 and secured to a support flange 134A. The veil 127A is disposed axially between the crown 119 and the flange 117, here in the form of a hub, of the secondary flywheel 112 by being fixed by the screws 120 which secure, by its flange 117, the secondary flywheel 112 to the crown 123. Here , the crown 119 carries a sleeve 119A directed towards the clutch mechanism 160, of diameter smaller than that of the crown 119, for centering the web 127A and the flange 117 of the secondary flywheel 112. The sleeve 119A also constitutes an axial stop for the raceway

bearing 121.

  The support flange 134A is fixed at the end of the primary skirt 115 by the same screws which fix by its rim 137 the section 133 to the primary skirt 115; the support flange 134A projects radially beyond the external periphery of the primary skirt 115 to constitute an axial stop for the rotor 151 of the machine 150 mounted for example by

  hooping at the periphery of said primary skirt 115.

  Thus the springs 25 of the two rows of springs bear, on one side, on the primary flywheel 111 by means of the support pads 130 and, on the other side, on the secondary flywheel 112 by means of sails 127 and 127A, knowing that the bottom 134 serves as a support for two series of skids 130 arranged on one side and

on the other side of the bottom 134.

  Here, the washer 123 is very thick and secured to the central hub 113 of the primary flywheel 111 for constituting a first subset comprising in particular the primary flywheel 111 carrying the springs 25, the cut 133, the support plate 134A, the

  bearing 121, rotor 151 and washer 123.

  The plate 116 of the secondary flywheel 112, with which the lining of the friction disc 170 cooperates, extends radially, from its hub-shaped flange 117, beyond the rotor 151 along the support flange 137A and the rotor 151 , its side facing the steering wheel

  primary 111 following the forms of these.

  The friction disc 170 is unique and therefore of larger diameter than that on which the springs 25 extend; the cover 161 of the clutch mechanism 160 is here hollow in shape and secured to the periphery of the plate 116 of the secondary flywheel 112 by the screws 168; a second sub-assembly is thus formed, comprising the secondary flywheel 112, the friction disc 170 and the clutch mechanism 160; the second sub-assembly and the first sub-assembly are secured by the screws 120 through passages A formed in the web of the hub of the friction disc 170; other passages 170B provided in this veil allow the assembly of the assembly of the two subassemblies on the motor shaft 1 by the screws 14. The friction means of the torsion damping means comprise a friction washer 140 surrounding the hub central 113 of the primary flywheel 111 and having at its periphery at least one notch 141 adapted to receive with or without play an axial tab 139 originating from the internal periphery of the web 127 by cutting and folding the latter. The friction washer 140 is pressed against the internal face of the bottom of the primary flywheel 111 in the form of C by means of an elastic clamping washer 142 with axial action, conventionally a Belleville washer, by means of a washer of application 143, the elastic washer 142 resting on a circlip 144

carried by the central hub 113.

  The assembly is housed inside a clutch bell 3

of the motor vehicle.

  The electric machine 150 is arranged around the double flywheel 110; it comprises a rotor 151 and a stator 152 coaxial, a gap 153 existing between the rotor 151 and the stator 152; the rotor 151 comprises permanent magnets and is carried by the primary flywheel 111, at the external periphery of the primary skirt 115 to which it is secured, for example by shrinking. The stator 152 is provided with electrical windings 154 and is carried internally by the clutch bell 3. The clutch mechanism 160 comprises a cover 161, a

  pressure plate 162 and a diaphragm 163.

  The cover 161 is metallic, here in stamped sheet metal; it has a bottom 164, perforated centrally, generally of transverse orientation, perpendicular to the axis of the assembly, provided at its outer periphery with an annular rim 165 for fixing; the

  cover 161 thus has the overall shape of a deep dish.

  A clutch comprises engaging means associated with declutching means; these can be declutching levers which can act on helical springs with axial action constituting the engagement means; alternatively, the release levers are constituted by fingers belonging to the central part of a part whose external periphery is axially elastic or devoid of axial elasticity, acting on a Belleville washer

forming the engagement means.

  Here, the engaging and declutching means belong to the same part, the diaphragm 163, which has a peripheral part in the shape of a Belleville washer extended internally by a central part fragmented into radial fingers by blind slots opening internally into a central opening presented by the diaphragm 163 whose shape, in the free state, is frustoconical. The slots open at their outer periphery into enlarged orifices

forming the bottom of the slots.

  The fingers of the diaphragm 163 form clutch release levers and therefore the declutching means, while the peripheral part, in the form of a Belleville washer, of the diaphragm 163 constitutes the clutch engagement means, said orifices being located at the

  internal periphery of the Belleville washer of the diaphragm 163.

  The declutching means are provided to counteract at will the action of the clutching means under the action of a declutching stop 66 belonging to a declutching device 166 of the concentric type, in order to reduce the axial space requirement between the bottom of the bell 3 and the

clutch mechanism 160.

  Indeed, the stop 66 can be actuated by a declutching fork pivotally mounted, for example by means of a ball joint, on the bottom of the bell 3 constituting a fixed part. Such an arrangement increases the axial size because of the

  range of travel to be expected.

  As described in document US-A-5 141 091, the declutching stop 66 may belong to a concentric declutching device with cable control, this stop being then mounted on a driven part movable in translation and fixed in rotation, said part being in relation to screw nut with a driving part fixed in translation and movable in rotation. The driving part carries a pulley on which the control cable is wound. For more details,

  reference is made to document US-A-5,141,091.

  Alternatively, the driving part is controlled by a motor

transverse electric.

  Here, the concentric declutching device 166 is of the hydraulic type and comprises two parts in relation to piston cylinder, namely a fixed part 167, delimiting a blind annular cavity 168 of axial orientation, and a piston 169 mounted axially movable.

relative to the fixed part.

  This piston 169 carries the declutching stop 66 and enters the cavity 168 to define therewith a working chamber of variable volume, the cavity 168 communicating by a channel 180 with a pipe connected to a master cylinder actuated by a pedal. clutch or an actuator with an electric motor controlled according to predetermined programs by a computer. The working chamber is therefore allowed to be pressurized or depressurized, the control fluid filling said chamber usually being oil. The

  fixed part 167 may be in one piece of moldable material.

  Here, the fixed part 167 comprises, for reduction of the radial size, two coaxial parts, namely an external body surrounding a metal guide tube which is axially longer than the external body. The bottom of the cavity 168 is delimited by a transverse rim belonging to the guide tube assembled to the external body using an intermediate assembly part. A joint

  static seal is provided between the outer body and the tube-

  guide carrying at its free end a stop to limit the displacement of the piston 169 when the declutching device 166 is not mounted on the bell 3. The channel 180 communicates with a

  groove opposite the edge of the guide tube.

  A preload spring 171 acts between the external body of moldable material and the clutch release bearing 66 to hold the latter

  in constant support on the declutching means 163.

  The clutch release bearing 66 has a ball bearing with a profiled rotating ring for punctual contact with the internal ends of the diaphragm fingers 163 and a non-rotating ring.

  axially coupled to the piston 169, which thus carries the stop 66.

  Here, the outer ring of the bearing is rotating, while the inner ring of the bearing is fixed in rotation and has at its internal periphery a radial flange bearing on a front shoulder of the piston 169, said flange being pressed against said shoulder by a washer. elastic with axial action, here in the form of a Belleville washer, bearing on the piston. The stop 66 has a flag shape so that the inner ring of the ball bearing is intended to surround the front end of reduced diameter of the outer body to reduce the axial bulk, knowing that the outer body is intended to be fixed on the bottom of the bell 3, directly, using ears, or indirectly, using a

  adapter sole and bayonet mount.

  Here, the outer body has fixing ears and the stop 66 is of the self-centering type because it can move radially in contact with the shoulder of the piston under the control of

  the axial action elastic washer.

  For more details, reference is made, for example, to document WO98 / 14713 showing the assembly of the external body with the guide tube. Of course, an unreferenced protective bellows is

  intended for good sliding of the piston 169.

  Anyway, the declutching device 166 is of the concentric type because it is intended to be crossed by the input shaft

  of the gearbox 2. The device 166 therefore surrounds the shaft 2.

  The clutch mechanism 160 is here associated with a disc of

friction 170.

  The friction disc 170 carries at its outer periphery at least one friction lining 172 intended to be clamped between two plates under the action of the engagement means 163. The friction disc 170 has a hub 171 centrally

  internally grooved for rotational connection with the driven shaft 2.

  The friction lining 172 is integral with a support 173 coupled

  rigidly or resiliently to the hub 171.

  The shaft 2 therefore passes through the declutching device 166 and the hub 171 of the friction disc 170. Usually, the end of the shaft 2 is received in a pilot bearing carried by the output shaft 1 of the internal combustion engine , namely, here, the crankshaft of the internal combustion engine of the vehicle. Tree 1 is therefore a tree

leading.

  The support 173 can be embedded in the lining 172. Here, two identical linings 172 are arranged axially on the side and

  on the other side of the support 173 axially elastic, being fixed to it

  ci by collage; this makes it possible to reduce the axial size, the dead thickness of the linings 172 intended for the riveting operation being eliminated, when, as a variant, the linings 172 are fixed to the support 173 by riveting, the support 173 being shaped at its periphery external to be axially elastic and progressively crushed. Here, for example, the friction linings 172 can be glued directly into the central bearing areas of the tripod blades described in document FR-A-2 693 778

  which can be referred to for more details.

  The lining 172 of the friction disc 170 is adapted to be clamped between the plate 116 of the secondary flywheel 112 and the plate of

  pressure 162 of the clutch mechanism 160.

  The cover 161 is fixed by its outer periphery at the end

  of the plate 116 of the secondary flywheel 112, here by screws 68.

  The pressure plate 162 has an annular boss 169 of axial orientation directed towards the bottom 164 of the cover 161 for contact with the external periphery of the Belleville washer of the diaphragm 163; this boss 169 is split and molded

with pressure plate 162.

  The internal periphery of the Belleville washer of the diaphragm 163 is pivotally or pivotally mounted between a primary support here coming from the bottom 164 of the cover 161 by stamping and a secondary support here consisting of through columns

  axially the enlarged orifices of the diaphragm 163.

  The pressure plate 162 is linked in rotation to the cover 161 by elastic tangential tongues 176 with axial action allowing axial movement of the pressure plate 162 relative to the cover 161 itself linked to the secondary flywheel 112; the tabs 176 are linked to the cover 161 by rivets and to projecting radial tabs of the pressure plate 162 also by

rivets 178.

  As will be understood, the tongues 176 exert an elastic return action of the pressure plate 162 in the direction of the bottom 164 of the cover 161 and the pressure plate 162 frontally has a friction face for contact with the lining concerned 172 of the friction disc 170, while the plate 116 of the secondary flywheel 112 has a face front and back

  of friction for contact with the other friction lining 172.

  Normally, the clutch is engaged and the engine torque is transmitted from the driving shaft 1 to the driven shaft 2 via the two-clutch clutch. In this position, the Belleville washer of the diaphragm 163, that is to say the clutch engagement means, is in contact, on the one hand, at its internal periphery with the primary support, and, on the other hand part, at its outer periphery with the boss 169 of the pressure plate 162. The diaphragm 163 therefore urges the pressure plate 162 in the direction of the plate 116 of the secondary flywheel 112 so that the friction linings 172 of the friction disc 170 are tight between pressure plates 162 and flywheel

secondary 112.

  The friction disc 170 is therefore rotated so that the hub 171, coupled with the linings 172, drive in

rotation of the driven shaft 2.

  In this position, the piston 169 of the declutching device 166 is in the retracted position, upper part of FIG. 1, and the cavity 168 is depressurized. When the cavity 168 is pressurized, the piston 169 moves to the left, lower part of FIG. 1, and therefore drives the clutch release bearing 66, which then acts by pushing on the fingers of the diaphragm 163, to rotate the one -this. The diaphragm 163 then leaves its primary support to take support on its secondary support. In this case, the load exerted by the diaphragm 163 on the pressure plate 162 decreases then vanishes, the pressure plate 162 then following the movement of the diaphragm 163 under the return action of the tongues 176. The friction linings 172 are then released and the clutch disengaged. The couple

engine is not transmitted.

  When the cavity 168 is depressurized, the diaphragm 163

  brings the piston 169 back and the linings 172 are tight.

  As known per se, when the primary 111 and secondary 112 flywheels have a rotational movement with respect to each other, the action of the friction means 140 accompanies that of the

elastic means 25.

  The springs 25 have here a curved shape by being pre-bent and pieces in the form of a chute (not referenced) are interposed here between the springs 25 and the internal periphery of the skirt 115 to reduce wear. The rotor 151 has a large axial extent and it is the same for the stator 152. The machine 150 thus has a good efficiency. The rotor 151 comprises a pack of sheets, made of soft iron, mounted by hooping on the outer periphery of the primary skirt 115. The pack of sheets is therefore hot mounted by fitting on the outer periphery of the primary skirt 115 until contact with the edge

protruding from the support plate 134A.

  The annular sheets thus form a crown

  axial orientation mounted by hooping on the primary skirt 115.

  The sheets can be isolated by oxidation or provided

insulation.

  The stator 152 is formed, similar to the rotor 151, from a pack of annular sheets, made of soft iron, reconstituting a crown of axial orientation. Notches are made in the sheets for passage of windings of electric wires 154, the rotor 151 and the stator 152 being shown schematically. By injecting a controlled electric current into the stator windings, the electric machine 150 is transformed into a starter

  for the internal combustion engine of the vehicle.

  For this, it is necessary to provide a control device of the electronic type. The machine is here of the asynchronous electric motor type. Of course, the electric machine can be of the type

  synchronous electric motor or other.

  In general, when the engine is running, the machine acts as an alternator. The internal combustion engine can be shut down at each stop and restarted using the machine. The machine can constitute an electric brake and provide additional energy to the internal combustion engine to assist it or prevent it from

  wedge; we can also filter vibrations.

  For more details, see the document

WO98 / 105882. As a variant, the rotor 151 is fixed to the external periphery of the skirt

  primary 115 using splines or cone fitting. In all cases, the rotor 151 is integral both in rotation

  only axially of the primary flywheel 111.

  Of course, the rotor 151 can be fixed on the primary skirt using screws bearing on a fixing washer, passing through the sheet pack in a similar manner to that described in document DE-C- 3,227,810 We can also use

elastic elements.

  The stator 152 is fixed here by shrinking at its outer periphery on the bell. Any other form of fixing such as screwing is possible. It will be appreciated that the method of fixing by shrinking favors the

  reduction in radial dimensions.

  Here, the assembly has all the desired comfort functions, while being compact radially and having good performance. Of course, the clutch can be equipped with a wear take-up device in particular to compensate for the wear of the friction linings and to maintain the diaphragm in a constant position.

when the clutch is engaged.

  In FIG. 1, the clutch is of the pushed type because the stop 66 acts by pushing centrally on the diaphragm 163. As a variant, the clutch is of the pulled type. In this case, the stop is coupled to a docking part acting behind the diaphragm and passing through

the central aperture of the diaphragm.

  The declutching operation is carried out by pulling, via a part

  docking, on the diaphragm fingers.

  In this case, the peripheral part of the Belleville washer of the diaphragm is in contact, at its external periphery, with a support carried by the cover and its internal periphery with the boss of the pressure plate. For more details, reference is made, for example, to document FR-A-2 606 477 also showing a device for taking up wear. As a result, the boss 169 of the pressure plate 162 can be movable relative to the pressure plate 162 to compensate for the wear of the friction linings, circumferentially acting springs acting between the pressure plate 162 and the boss 169, ramp means varying the axial distance

  between the boss 169 and the pressure plate 162.

  The rotor may be shorter axially.

  The rotor 51 as visible in FIG. 1 can be provided with a

  squirrel cage with copper or aluminum parts.

  Metal inserts can be housed in the steering wheels to reinforce them. For example, the inserts, in section, have a square shape housed partly in the plate and partly in the skirt. As a variant, the inserts are of axial orientation, as described in document FR-A-2 718 806 to which reference will be made for more details. The inserts in the secondary flywheel 112 can be used to fix the cover 161. These inserts can protrude from the secondary flywheel and form targets respectively for the machine.

  and the engine ignition.

  Of course, the stop 134A can be replaced by inserts embedded in the primary skirt 115, the inserts having a rim folded radially outward to form the stop. The machine 150 can be used to synchronize the speed of the shafts 1 and 2 to facilitate the change of gears. In this case, it is advantageous for the stop 66 to be operated by a receiver, the transmitter of which is operated by an actuator controlled by a computer receiving information from sensors receiving the speed.

trees 1 and 2.

  Of course any type of electric machine, with axial or radial magnetic flux may be suitable. The machine 150 can be of the asynchronous type, as mentioned above, synchronous with a magnet in the air gap or buried, with flux switching with single or hybrid magnets with excitations by stator windings, with brushless claws, with variable reluctance, single or double excitation,

cross flow with Vernier effect.

  The electric machine can be of the synchronous type with a

brush ring system.

  FIG. 2 represents another variant of the assembly according to the invention; in this figure, the parts identical to those of FIG. 1, or playing the same role, bear an identical reference or

  increased by one hundred and will not be described again in detail.

  Here, the double damping flywheel 200 also comprises elastic means consisting of two rows of springs arranged side by side axially and the clutch comprises only a disc of

friction, as in figure 2.

  The secondary flywheel 212 has a secondary skirt 218, surrounded by the primary skirt 215, as in Figure 1, but here the skirts 218, 215 extend axially towards each other from respectively the plate 216 of the secondary flywheel 212 and the bottom of the primary flywheel 211 in the form of C. Thus, the section 233 is inverted with respect to the section 133 in FIG. 2; it is fixed by its edge at the end of the secondary skirt 218 at the same time as the support flange 234A of which stampings serve to support the springs 25 of the

  row arranged on the side of the primary flywheel 211.

  Between the central hub 213 of the primary flywheel 211 and the washer 223, with which the heads of the screws 14 cooperate, are arranged axially two spacer washers 223A, 223B. Between the central hub 213 and the first spacer washer 223A is pinched a first web 227 and between the first 223A and

  second 223B spacer washers is pinched a second web 227A.

  The webs 227 and 227A have, as before, notches at their outer periphery with the edge of which the springs 25 of each row of springs respectively cooperate. The bottom 234 of the section 233, disposed between the two rows of springs, carries the support pads, as does the plate 216 of the secondary flywheel 212, for support of the springs 25 on either side

sails 227 and 227A.

  Here, the friction washer 240, as well as the associated application washer and the elastic washer, surrounds the first spacer washer 223A and cooperates in friction with the first web 227, being driven by an axial tab from the bottom 234 of the section 233 and applied by an elastic washer pressing on

  the first spacer washer 223A.

  Here, the bearing 221 is placed between the plate 216 of the steering wheel

  secondary 212 and the second spacer washer 223B.

  For the formation of the first sub-assembly, rivets 220A secure the central hub 213 of the primary flywheel 211 and the first spacer washer 223A, while rivets 220B secure the two spacer washers 223A and 223B, the rivets

  220A and 220B being circumferentially offset.

  As in FIG. 1, the plate 216 of the secondary flywheel 212

  extends radially beyond the rotor 251 that it runs along.

  The clutch mechanism 160 and the friction disc 170 are

identical to those of figure 1.

  FIG. 3 represents another variant of the assembly according to the invention; in this figure, the parts identical to those of FIG. 2, or playing the same role, bear an identical reference or

  increased by 100 and will not be described again in detail.

  Here, with respect to the assembly of FIG. 2, the primary flywheel 311 does not have a primary skirt, and it is the secondary skirt 318 of the secondary flywheel 312 which carries the rotor 351 of the electric machine 350, the other constituents of the assembly of Figure 3 being identical to those of Figure 2 and assembled in the same manner.

  As is evident from the description, the steering wheel

  primary 111, 211,311 and the reaction plate 116, 216, 316 are

  advantageously in moldable material, here cast iron.

  In all cases, the rows of springs 25 are housed under the rotor 151, 251, 351 of the electric machine. These springs 25

  can be straight instead of bent.

  Thanks to the presence of the springs 25, the friction disc can be of the rigid type so that the friction lining (s)

  are rigidly connected to the hub concerned.

  The section 133 of FIG. 1 and the sections 233 and 333 of FIGS. 2 and 3 make it possible to stiffen the skirts 115, 218 and 318 respectively thanks in particular to their edge pressed against the end face

of the skirt.

  The drive of the friction washer 140, 240, 340 is carried out simply using at least one lug of axial orientation obtained by cutting and folding from the web 127 or from the bottom 234,

  334, that is to say from metal parts.

  In Figures 2 and 3, the veil 227,327 has a double function

  since it also serves as a friction surface.

Claims (30)

  1. Assembly consisting of a clutch associated with an electric machine (150,250,350), in particular for a motor vehicle equipped with a double damping flywheel (100,200,300) of the type comprising a primary flywheel (111,211,311) intended to be connected to the crankshaft (1) of the vehicle engine and a secondary flywheel (112,212,312) intended to receive the clutch mechanism (160) of   the clutch which comprises a cover (161), clutch means   declutchers (163) and a pressure plate (162), circumferential torsion damping means being kinematically disposed between the primary (111,211,311) and secondary (112,212,312) flywheels, the elastic means being constituted by springs (25) arranged circumferentially and bearing on one side on the primary flywheel (111,211,311) and on the other side on the secondary flywheel (112,212,312), said springs (25) being   distributed in two rows offset axially.   2. Assembly according to claim 1, characterized in that the rotor (151,251) of the electric machine (150,250) is carried by the primary flywheel (111,211), the secondary flywheel (112,212) comprising a plate (116,216) having a face with which is adapted to cooperate at least one lining (172) of a friction disc (170) under the action of the engagement means (163)   via the pressure plate (162).   3. Assembly according to claim 2, characterized in that the primary flywheel (111,211) has a so-called primary skirt (115,215) of axial orientation at the outer periphery of which is secured to the rotor (151,251).   4. Assembly according to claim 3, characterized in that the rotor (151,251) is secured to the primary skirt (115,215) by hooping.   5. Assembly according to one of claims 3 or 4, characterized   by the fact that the plate (216) of the secondary flywheel (212) is provided at its external periphery with a so-called secondary skirt (218)   axially oriented surrounded by the primary skirt (215).   6. An assembly according to claim 5, characterized in that the primary (215) and secondary (218) skirts extend axially towards each other.   7. Assembly according to claim 1, characterized in that the rotor (351) of the electric machine (350) is carried by the secondary flywheel (311), which comprises a plate (316) having a friction face with which is adapted to cooperate at least one lining (172) of a friction disc (170) under the action of the engagement means (163) via the pressure plate (162).   8. An assembly according to claim 7, characterized in that the secondary flywheel (311) has a so-called secondary skirt (318) of axial orientation at the outer periphery of which is secured to the rotor (351).   9. The assembly of claim 8, characterized in that the rotor (351) is secured to the secondary skirt (318) by hooping.   10. Assembly according to one of claims 1 to 9, characterized   by the fact that the primary flywheel (111,211,311) has a central hub (113,213,313) by which it is connected to the crankshaft (1) of the engine.   11. Assembly according to one of claims 1 to 10, characterized   by the fact that it only has a friction disc (170).   12. The assembly of claim 11, characterized in that the friction disc (170) is offset axially relative to   the primary (115,215) or secondary (318) skirt.   13. Assembly according to one of claims 1 to 12, characterized   by the fact that the torsional damping means comprise   friction means (140,240,340) with axial action.   14. Assembly according to one of claims 1 to 13, characterized   by the fact that the springs (25) of the two rows are in parallel.   15. Assembly according to one of claims 1 to 13, characterized   by the fact that the springs (25) of the two rows are in series.   16. Assembly according to one of claims 1 to 15, characterized   by the fact that the primary (115,215) or secondary (315) skirt surrounds the springs (25). 2o   17. Assembly according to one of claims 2 to 16, characterized   by the fact that the plate (116,216,316) of the secondary flywheel (112,212, 312) with which the lining of the friction disc (170) cooperates extends transversely beyond the rotor (151,251,351) which it runs along. 18. The assembly of claim 17, characterized in that the primary skirt (115,215) of the primary flywheel (111,211) and / or the secondary skirt (218, 318) of the secondary flywheel (212,312) surrounds the   two rows of springs (25) arranged axially side by side.   19. The assembly of claim 18, characterized in that the bottom (134) of a cut (133) extends axially between the two rows of springs (25) and carries pads (130) arranged back to back for primary support of the springs (25), the axial cylindrical edge of the cut (133) extending along the internal periphery of the primary skirt (115) and having a transverse rim (137) for   fixing the cup (133) at the end of said primary skirt (115).   20. The assembly of claim 19, characterized in that the other primary supports of the springs (25) are constituted by support pads (130) carried, for the row on the clutch mechanism side (160), by a flange support (134A) secured at the end of the secondary skirt (115) and, for the other row, by the bottom of the primary C-shaped flywheel (111).   21. Assembly according to one of claims 19 or 20,   characterized in that the plate (116) of the secondary flywheel (112) has at its internal periphery a collar (117) in the form of a hub to which a crown (119) is secured, with axial interposition of a web (127A) , a bearing means (121) being placed between the internal periphery of the crown (119) and the   outer periphery of the central hub (113) of the primary flywheel (11).   22. An assembly according to claims 20 and 21 taken   jointly, characterized in that the secondary supports for the springs (25) consist of the radial edges of indentations, for the row on the clutch mechanism side (160), in the web (127A) and, for the other row, in a veil (127) carried by the crown (119).   23. The assembly of claim 22 taken in combination with claim 13, characterized in that the friction means of the torsion damping means comprise a friction washer (140) having a notch (141) adapted to receive an axial tab ( 139) of the web (127), said friction washer (140) being applied against the internal face of the bottom of the primary flywheel (111) in the form of a C by an elastic washer (142) bearing on the central hub (113) with interposition of a washer application (143).   24. Assembly according to claims 7 and 8 taken   jointly, characterized in that the central hub (213,313) of the primary flywheel (211,311) is integral with two spacer washers (223A, 223B, 323A, 323B) arranged axially, a first web (227,327) being pinched between the central hub ( 213,313) and the first spacer washer (223A, 323A) and a second web (227A, 327A) being pinched between the two spacer washers (223A, 223B, 323A, 323B), a bearing means (221,321) being placed between the plate (216,316) of the secondary flywheel (212,312) and the second spacer washer (223B, 323B).   25. The assembly of claim 24, characterized in that the primary supports of the springs (25) of the two rows are constituted by the radial edge of notches formed at the periphery of the sails (227, 227A, 327,327A) and the supports secondary, arranged in pairs on either side of the sails (227,227A, 327,327A), are made, on one side, by support pads carried by the bottom (234,334) of a section (233,333) s extending between the two rows of springs (25) and extended by a cylindrical edge extending at the internal periphery of the secondary skirt (218,318) provided with a flange for fixing the cup (233,333) at the end of said skirt ( 218.318) and, on the other side, for the row on the clutch mechanism side (160), by support pads carried by the plate (213.313) and, for the other row, by stampings of a flange support (234A, 334A)   fixed at the end of the secondary skirt (218,318).   26. The assembly of claim 25, characterized in that the friction means of the torsion damping means comprise a friction washer (240) having a notch adapted to receive an axial tab from the bottom (234) of the cut (233 ), said friction washer (240) being applied against the opposite face of the first web (227) by an elastic washer bearing on the first spacer washer (223A) with the interposition of an application washer.   27. Assembly according to one of claims 24 to 26, characterized   by the fact that the plate (216,316) of the secondary flywheel (212,312) with which the lining of the friction disc (170) cooperates extends   transversely beyond the rotor (251,351) which it runs along.   28. Assembly according to one of claims 1 to 27, characterized   by the fact that a clutch release bearing (66) is provided for action on the declutching means (163) associated with the clutch engagement means (163) to counteract at will the action of the clutch engagement means, the clutch release bearing (66) belonging to a declutching device (166) of the type   concentric intended to be crossed by a driven shaft (2).   29. An assembly according to claim 28, characterized in that the declutching device (166) comprises, on the one hand, a piston (169) carrying the declutching stop (66) mounted axially movable relative to a fixed part ( 167) having a blind annular cavity (168) of axial orientation delimited by the piston (169) for   define a variable volume working chamber.   30. Clutch according to one of claims 1 to 29, characterized   by the fact that the engaging and declutching means belong to a diaphragm (163) comprising a peripheral part in the form of a Belleville washer, constituting the engaging means, extended by a central part constituting the declutching means, said central part being fragmented into radial fingers by blind slots, the bottoms of which form enlarged orifices at the inner periphery of the peripheral part.