FR3055380A1 - CLUTCH DEVICE FOR A MOTOR VEHICLE - Google Patents

Abstract

The invention relates to a clutch device (1) for a motor vehicle, comprising a reaction plate (2) intended to be coupled in rotation to a crankshaft, a friction disk (13) intended to be coupled to a shaft an inlet (23) of a gearbox, a pressure plate (12) actuated by a diaphragm (15), so as to clamp or release the friction disc (13) on the reaction plate (2), damping means (20) mounted between the friction disk (13) and the input shaft (23) of the gearbox, the damping means (20) acting against the rotation of the disk friction (13) relative to the input shaft (23) of the gearbox.

Description

® FRENCH REPUBLIC

NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number: 3,055,380 (to be used only for reproduction orders)

©) National registration number: 16 57 900

COURBEVOIE © Int Cl ⁸ : F16 D 13/75 (2017.01), F 16 D 13/64, F 16 F 15/131

A1 PATENT APPLICATION

©) Date of filing: 24.08.16. © Applicant (s): VALEO EMBRAYAGES Company by ©) Priority: simplified actions - FR. @ Inventor (s): LEBAS GILLES and COMMEINE EMMA- NUEL. (43) Date of public availability of the request: 02.03.18 Bulletin 18/09. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents ® Holder (s): VALEO EMBRAYAGES Company by related: simplified actions. ©) Extension request (s): ©) Agent (s): VALEO EMBRAYAGES Company by simplified actions.

CLUTCH DEVICE FOR A MOTOR VEHICLE.

FR 3 055 380 - A1

The invention relates to a clutch device (1) for a motor vehicle, comprising a reaction plate (2) intended to be coupled in rotation to a crankshaft, a friction disc (13) intended to be coupled to a drive shaft. input (23) of a gearbox, a pressure plate (12) actuated by a diaphragm (15), so as to tighten or release the friction disc (13) on the reaction plate (2), damping means (20) mounted between the friction disc (13) and the input shaft (23) of the gearbox, the damping means (20) acting against the rotation of the disc friction (13) relative to the input shaft (23) of the gearbox.

Clutch device for a motor vehicle

The present invention relates to a clutch device for a motor vehicle.

A clutch device conventionally comprises a reaction plate intended to be coupled in rotation to a crankshaft of a vehicle engine, a friction disc intended to be coupled to an input shaft of a gearbox, and a pressure plate. The movement of the pressure plate is controlled by a diaphragm, itself controlled by a clutch bearing.

The pressure plate is thus movable between a clutch position in which the friction disc is clamped between said pressure and reaction plates, and a declutch position in which the friction disc is released.

Damping means are generally mounted between the friction disc and the input shaft of the gearbox, the damping means acting against the rotation of the friction disc relative to the shaft. gearbox input.

In operation, the clutch bearing exerts an axial force on the diaphragm, this force being generally transmitted to the crankshaft by means notably of the pressure plate, the friction disc and the reaction plate.

It has been noted that the axial forces transmitted to the crankshaft can damage the engine of the vehicle, in particular the bearings supporting the crankshaft. These bearings are in fact not designed to tolerate high axial loads, over long periods of time.

Such axial forces are in particular transmitted when the diaphragm is actuated, either to close the clutch in the case of a normally open clutch, or to open the clutch in the case of a normally closed clutch.

Such efforts can also be generated by axial displacements during operation. Such movements are for example due to axial accelerations, changes in direction of force within the gearbox, or even vibrations of the engine.

Furthermore, it has also been found that misalignments between the axis of the crankshaft and that of the input shaft of the gearbox can cause the various elements of the clutch device to be stressed as well as '' premature wear of the covers of the fiction disc.

In the case of a hybrid motor vehicle, a thermal energy source is used with an electrical energy source. We speak of a rechargeable hybrid vehicle when a hybrid vehicle, combining these two energies, can be recharged on an electrical network, which allows for greater autonomy compared to a conventional hybrid vehicle. A rechargeable hybrid vehicle can be of the PHEV type (acronym for Plug-in-Hybrid Electric Vehicle, in English). In this configuration, the electric motorization and the thermal motorization act in concert to animate the vehicle. The use of electric mode depends on the configuration of the vehicle. For such a vehicle, the use of the electric mode is more frequent than the use of the thermal mode. As a result, the clutch connecting the engine to the gearbox is, for the most part, in the disengaged or open position. In such a case, a clutch of the normally open type will preferably be used, so that the diaphragm is actuated only to close the clutch, that is to say to engage the clutch.

The object of the invention is in particular to propose a clutch device which can be used on a hybrid vehicle of the aforementioned type, while avoiding the degradation of the bearings of the engine of the vehicle or of the gearbox. Such a clutch device must also be able to be easily mounted or dismounted and tolerate possible axial and / or radial positioning faults between the crankshaft and the gearbox.

To this end, it provides a clutch device for a motor vehicle, comprising a reaction plate intended to be coupled in rotation to a crankshaft, a friction disc intended to be coupled to an input shaft of a gearbox. gears, a pressure plate actuated by a diaphragm, so as to tighten or release the friction disc on the reaction plate, damping means mounted between the friction disc and the input shaft of the gearbox , the damping means acting against the rotation of the friction disc with respect to the input shaft of the gearbox, characterized in that it comprises a bearing intended to be mounted between the plate of reaction or a fixed part with respect to said reaction plate, on the one hand, and the input shaft of the gearbox, on the other hand, said bearing being able to form an axial support of the reaction plate or of the fixed part with respect to said reaction plate, on the one hand, on the input shaft of the gearbox, on the other hand, a radial clearance being formed between the input shaft of the gearbox speeds, on the one hand, and the reaction plate or the fixed part with respect to said reaction plate, on the other hand.

Axial support through the bearing allows the forces exerted by the clutch bearing to be taken up on the input shaft of the gearbox. Support will obviously be directed accordingly. The support is for example oriented so as to be able to transmit to the input shaft of the gearbox, forces oriented axially from the diaphragm towards the reaction plate, through the bearing. Note that the bearings supporting the input shaft of the gearbox are generally dimensioned so as to be able to tolerate significant axial forces.

The radial clearance makes it possible to limit the vibrations or the wear of the bearing, as well as the losses of yield at the level of said bearing. This limits mechanical stress at the coupling means, the crankshaft and the input shaft of the gearbox. The radial clearance also makes it possible to compensate for possible radial positioning defects between the crankshaft and the gearbox, or even to compensate for dimensional tolerances of the different parts, in the radial direction.

The device may also include coupling means 5 in rotation, able to couple in rotation the reaction plate or the fixed part relative to the reaction plate, on the one hand, and the crankshaft, on the other hand, said means of rotation coupling being elastically deformable along the axis of the clutch device.

The coupling means make it possible to couple the reaction plate and the crankshaft in rotation, while avoiding taking up the forces coming from the reaction plate and transmitting these forces to the crankshaft. This prevents damage to the associated motor bearings. Furthermore, such coupling means make it possible to compensate for possible axial positioning defects between the crankshaft and the gearbox, or even to compensate for dimensional tolerances of the different parts, in the axial direction.

An intermediate member can be mounted between the bearing and the reaction plate or the fixed part with respect to said reaction plate, the radial clearance being formed between the intermediate member, on the one hand, and the reaction plate or the fixed part with respect to said reaction plate, on the other hand.

The intermediate member may comprise a first flange capable of coming to bear axially on the bearing, in a first direction, and a second flange capable of coming to bear axially on the reaction plate or the fixed part with respect to said reaction plate, in a second direction.

The intermediate member can be held axially in position between the second flange and an elastic ring mounted on the intermediate member.

A washer can be mounted axially between the second flange and the reaction plate or the fixed part with respect to said reaction plate.

The radial clearance can be formed between the bearing and the input shaft of the gearbox.

The radial clearance can be formed between the bearing, on the one hand, and the reaction plate or the fixed part with respect to said reaction plate, on the other hand.

The device may include elastic damping means mounted in the radial clearance, so as to dampen vibrations and limit noise and wear.

The elastic damping means may comprise a ring comprising at least one elastically deformable zone in the radial direction.

The rotary coupling means may comprise a flexible sheet able to be elastically deformed in the axial direction.

A flexible sheet can be easily assembled or disassembled, so that the clutch device and the crankshaft can be easily coupled or disassembled.

The clutch device may include an annular flywheel fixed to the reaction plate, the flexible sheet being fixed at the radially outer periphery of said flywheel.

Such a flywheel forms a mass of inertia. The steering wheel may have a general bell shape.

The flexible sheet may include a radially internal annular part, intended to be fixed to the crankshaft, and at least one lug extending radially outward from the internal annular part, said lug being elastically deformable in the axial direction, the end radially external of said tab being fixed to the reaction plate or to the fixed part relative to the reaction plate, for example to the annular flywheel.

The number of legs of the flexible sheet can vary, and is for example equal to three.

The bearing can be mounted at the radially inner end of the flywheel.

The bearing can be a rolling bearing, such as for example a ball bearing, comprising an outer ring mounted on the pressure plate, on the element fixed relative to the pressure plate or on the intermediate member, a ring internal intended to be mounted on the input shaft of the gearbox, and bearing means, such as for example balls, mounted between the internal and external rings.

The bearing means may be balls capable of rolling along a spherical bearing surface of the outer ring.

The damping means may comprise at least one guide washer coupled in rotation to the friction disc, an annular web intended to be coupled in rotation to the input shaft of the gearbox, and at least two elastic members mounted between the guide washer and the annular web and acting against the rotation of the guide washer with respect to the annular web, the elastic members being arranged in series by means of a phasing member so that that the elastic members deform in phase with each other.

Such damping means thus have an LTD type structure (acronym for Long Travel Damper), allowing significant angular movement between the friction disc and the input shaft of the gearbox. A large deflection provides efficient filtration of vibrations and rotational acyclisms.

The damping means may comprise at least one support linked in rotation to the friction disc, at least one pendulum mass being mounted movably on the support.

The pendulum masses can be mounted movably on the support by means of spacers and rollers for example, as is known per se, these masses being intended to improve the filtration of vibrations and acyclic rotation.

The clutch device may include a cover fixed to the reaction plate, said cover housing, at least in part, the pressure plate, the diaphragm and the friction disc, the diaphragm being pivotally mounted on the cover.

The invention also relates to an assembly comprising a clutch device of the aforementioned type, and an input shaft of a gearbox, the internal ring of the rolling bearing being immobilized axially in both directions between a shoulder forming a support. for the inner ring in a first direction and an elastic ring of the circlip type forming an axial support for the inner ring in a second direction, opposite to the first direction, the elastic ring being mounted in a groove in the input shaft of the gearbox.

The method of mounting the clutch device between the crankshaft and the gearbox input shaft can thus include the following steps:

mount the sub-assembly formed by the reaction plate, the pressure plate, the friction disc, the diaphragm, the damping means, the cover and / or the flywheel and the bearing around the input shaft of the gearbox, mount the elastic ring (s), fix the elastic plate to the crankshaft, on the one hand, and to the reaction plate or to the fixed part with respect to said reaction plate (for example the flywheel), on the other go.

Of course, the invention is not limited to vehicles with hybrid motorization, nor to clutches of the normally open type.

The invention will be better understood and other details, characteristics and advantages of the invention will appear on reading the following description given by way of nonlimiting example with reference to the appended drawings in which:

FIG. 1 is a view in axial section of an assembly comprising a clutch device mounted between a crankshaft and an input shaft of a gearbox, according to an embodiment of the invention,

FIG. 2 is a detailed view of a part of such an assembly according to another embodiment,

- Figures 3 to 7 are views corresponding to Figure 2, illustrating other embodiments,

- Figure 8 is a perspective view of a washer having an elastically deformable portion, which can be mounted in the radial clearance between the bearing and the input shaft of the gearbox, in the case of the embodiment in Figure 7,

FIG. 9 is a perspective view of another type of washer which can be used in combination with the embodiment of FIG. 7,

FIG. 10 is a view corresponding to FIG. 2, illustrating yet another embodiment,

- Figure 11 is a perspective view of a washer having an elastically deformable portion, which can be mounted in the radial clearance between the bearing and the input shaft of the gearbox, in the case of the embodiment of figure 10,

- Figure 12 is a perspective view of another type of washer which can be used in combination with the embodiment of Figure 10.

A clutch device 1 for a motor vehicle according to an embodiment of the invention is shown in FIG. 1. This comprises an annular reaction plate 2 of axis X, the radially external periphery of which is connected, to the rear at the radially outer periphery of an annular flywheel 3 in the shape of a bell, and at the front at the radially outer periphery of a cover 4 in the shape of a bell. The steering wheel 3 and the cover 4 define an internal volume 5.

The steering wheel 3 has a rear portion 6 extending radially and a cylindrical portion 7 extending forward, located at the radially outer periphery. The front end of the cylindrical part 7 has flanges 8 or radial lugs which are fixed to the reaction plate 2, for example by means of rivets.

The cover 4 comprises a front part 9 extending radially and a cylindrical part 10 extending backwards, situated at the radially outer periphery. The rear end of the cylindrical part has flanges or radial lugs which are fixed to the reaction plate 2, for example by means of rivets.

The clutch device 1 further comprises an annular pressure plate 12 and a friction disc 13 mounted axially between the reaction plate 2 and the pressure plate 12, in the internal volume

5.

The pressure plate 12 is movable in translation relative to the reaction plate 2, between a engaged position and a disengaged position, in which it clamps the friction disc 13 on the reaction plate 2, or respectively releases the friction disc 13 .

The pressure plate 12 is coupled in rotation to the reaction plate 2 by means of elastic tabs 14 exerting a restoring force tending to return the pressure plate 12 to the disengaged position.

The displacement of the pressure plate 12 is actuated by a diaphragm 15, housed in the internal volume 5, being in the form of an elastic annular sheet bearing on the cover 4 at a support zone 16, the diaphragm 15 tilting around this support zone 16. The support zone 16 is formed by a projecting part formed on the radial part 9 of the cover 4. The diaphragm 15 also bears on the pressure plate 12, at the level a support area 17, located radially inside the support area 16 of the diaphragm 15 on the cover 4.

The clutch is controlled conventionally by means of a clutch stop of an actuator (not shown), cooperating with the radially internal periphery of the diaphragm 15. The diaphragm 15 forms a lever transmitting the force applied by the stop clutch to pressure plate 12.

The clutch device 1 is of the normally open type. The rest position of the diaphragm 15 therefore corresponds to a disengaged state of the clutch device 1. The diaphragm 15 preferably has a portion of the Belleville washer type making it possible to return the diaphragm to its rest position.

The friction disc 13 comprises an annular support 18. Friction linings 19 are fixed on either side of the radially external periphery of the support 18.

Damping means 20 are mounted between the support 18 and a central hub 21. The central hub 21 has internal splines, cooperating with external splines 22 of an input shaft of a vehicle gearbox.

The damping means 20 comprise an annular web whose radially internal periphery is fixed directly or indirectly to the hub 21, for example by welding, riveting or screwing. The damping means 20 further comprise two guide washers 25, 26, located on either side of the annular web 24. The two guide washers 25, 26 are fixed to each other at their periphery radially external. The radially internal periphery of the support 18 of the friction disc 13 is fixed to the front guide washer 25.

As is known per se, first and second elastic members 27, 28, such as for example helical compression springs, are mounted in series between the guide washers 25, 26 and the annular web 24, via 'a phasing member so that the elastic members 27, 28 deform in phase with each other.

More particularly, the elastic members 27, 28 are mounted in windows of the annular web 24 and guide washers 25, 26, as is known per se. The phasing member 29 is formed for example of two sheets, mounted on either side of the annular web 24 and fixed to each other. The phasing member also includes windows used to accommodate the elastic members 27, 28.

The elastic members 27, 28 can be associated with friction means making it possible to dissipate energy by friction. As a variant, no additional friction means can be added, the energy then being dissipated largely by the friction of the elastic members 27, 28.

Such damping means 20 oppose the rotation of the friction disc 13 relative to the input shaft 23 of the gearbox.

These damping means 20 have an LTD type structure (acronym for Long Travel Damper), allowing a large angular clearance between the friction disc 13 and the input shaft 23 of the gearbox, so as to obtain a efficient filtration of vibrations and acyclic rotation.

The damping means 20 also comprise an annular support 30 whose radially internal periphery is fixed directly or indirectly to the phasing washer 29, in particular by spacers not shown in FIG. 1, and whose radially external periphery supports pendulum masses 31.

As a variant, the annular support can also be fixed directly or indirectly to one of the guide washers 25, 26.

The pendulum masses 31 are movably mounted on the support 30 by means of spacers 32 and rollers 33, as is known per se, these masses 31 being intended to further improve the filtration of vibrations and rotational acyclisms .

A flexible sheet 34 makes it possible to couple a crankshaft to the flywheel 3. More particularly, the flexible sheet 34 has a radially internal annular part 36 from which flexible tabs 37, for example three in number, extend radially towards the outside. The legs 37 are regularly distributed over the circumference. The legs 37 are elastically deformable in the axial direction X.

Screws make it possible to fix the internal periphery 36 of the flexible sheet 34 on the crankshaft. The free ends of the legs 37 are fixed at the outer periphery of the steering wheel 3 by means of removable fixing means, such as for example screws 38.

The flexible sheet 34 thus makes it possible to couple the crankshaft and the flywheel 3 in rotation, while avoiding taking up the axial forces F (FIG. 1) exerted by the clutch bearing and transmitting these forces F to the crankshaft. This prevents damage to the associated motor bearings. Furthermore, the flexible sheet 34 makes it possible to compensate for possible axial positioning defects between the crankshaft and the input shaft 23 of the gearbox, or even to compensate for dimensional tolerances of the different parts, in the axial direction X .

The flexible sheet 34 can be easily assembled or disassembled from the flywheel 3, so that the clutch device 1 and the crankshaft can be easily coupled or disassembled.

As can be seen in FIG. 1, the clutch device 1 also comprises a ball bearing 39 mounted between an annular intermediate member 40, fixed at the internal periphery of the flywheel 3, and the input shaft 23 of the gearbox of speeds.

The intermediate member 40 has a cylindrical portion 41 from which extends a rear edge 42 extending radially outward, and a front edge 43 extending radially inward.

The rear edge 42 is fixed to the internal periphery 6 of the steering wheel 3, for example by riveting.

The bearing 39 includes an outer ring 44 mounted inside the cylindrical part 41 of the intermediate member 40, an inner ring 45 intended to be mounted around the input shaft 23 of the gearbox, and bearing means 46, such as for example balls, mounted between the inner and outer rings.

The outer ring 44 of the bearing 39 is immobilized axially in both directions between the flange 43, forming a support at the front for the outer ring 44 in a first direction and an elastic ring 47 of the circlip type forming a support at the rear for the outer ring 44 in a second direction, opposite to the first direction. The elastic ring 47 is removably mounted in a groove in the cylindrical part 41 of the intermediate member 40.

The internal ring 45 of the bearing 39 bears axially in the second direction on an elastic ring 48 of the circlip type, directly or by means of a support washer 49, so as to form a support at the rear for the inner ring 45 in the second direction, opposite to the first direction. The elastic ring 48 is removably mounted in a groove in the input shaft 23 of the gearbox.

The bearing 39 is dimensioned so that a radial clearance j of, for example, between 0.3 and 3 mm is provided between the inner ring 45 and the input shaft 23 of the gearbox.

Such a bearing 39 makes it possible to guide the flywheel 3 in rotation around the input shaft 23 of the gearbox, while allowing the recovery of the forces F exerted by the clutch bearing on the input shaft 23 of the gearbox.

The radial clearance j makes it possible to limit the vibrations or the wear of the bearing 39, as well as the losses of output at the level of said bearing 39. One limits in addition the mechanical stresses at the level of the flexible sheet 34, the crankshaft and the input shaft 23 of the gearbox. The radial clearance also makes it possible to compensate for possible radial positioning defects between the crankshaft and the gearbox, or even to compensate for dimensional tolerances of the different parts, in the radial direction.

The clutch device 1 can be mounted between the crankshaft and the input shaft 23 of the gearbox by performing the following steps:

mount the subassembly formed by the reaction plate 2, the pressure plate 12, the friction disc 13, the diaphragm 15, the damping means 20, the cover 4 and / or the flywheel 3 and the bearing 39 around from the input shaft 23 of the gearbox, mount the washer 49 around the input shaft 23 then the elastic ring 48 in the corresponding groove, so as to immobilize the inner ring 48 axially with respect to the input shaft 23 of the gearbox, fix the elastic plate 34 to the crankshaft, using the corresponding screws, and to the flywheel 3, using the screws 38.

The bearing 39 is mounted between the radially inner periphery of the flywheel 3 and the input shaft 23 of the gearbox, using the elastic ring 47.

FIG. 2 illustrates another embodiment which differs from that described with reference to FIG. 1 in that the intermediate member 40 is mounted with a radial clearance j on the radially internal periphery 6 of the flywheel 3. Said internal periphery 6 of the flywheel 3 is held axially, on one side by axial support on the flange 42, directly or by means of a support washer 50, and on the other side by axial support on an elastic ring 51 of circlip type , mounted in a groove in the cylindrical part 41 of the intermediate member 40.

Furthermore, the outer ring 44 of the bearing 39 is only supported on the rim 43 while the inner ring 45 of the bearing is supported both on the elastic ring 48 and, conversely, on a shoulder 52 of the input shaft 23 of the gearbox.

FIG. 3 illustrates another embodiment which differs from that described with reference to FIG. 1 in that the device 1 does not have an intermediate member 40, the external ring 44 of the bearing 39 being mounted directly at the radially internal periphery 6 of the flywheel 3. More particularly, said internal periphery 6 is held axially on either side between an elastic ring 53 of the circlip type mounted in a groove in the external ring 44, and a washer 54. The washer 54 can be immobilized axially with respect to to the outer ring 44 by any means.

Furthermore, the internal ring 45 of the bearing 39 is supported on the support washer 49 by means of an axially deformable washer 55, in particular elastically deformable. The washer 55 is for example a Belleville type washer.

FIG. 4 illustrates another embodiment which differs from that described with reference to FIG. 1 in that the device 1 is devoid of an intermediate member 40, the outer ring 44 of the bearing 39 being mounted directly at the radially inner periphery 6 of the flywheel 3. More particularly, said internal periphery 6 is held axially on either side between an elastic ring 53 of the circlip type mounted in a groove in the external ring 44, and a washer 54. The washer 54 can be immobilized axially with respect to to the outer ring 44 by any means.

Furthermore, the outer ring 44 of the bearing comprises a rolling track 56 in the portion of a sphere, along which the balls 46 move. Such a rolling track makes it possible to effectively compensate for any misalignments between the crankshaft and the shaft. input 23 of the gearbox.

FIG. 5 illustrates another embodiment which differs from that described with reference to FIG. 2 in that the radially internal periphery 6 of the flywheel 3 bears directly on the flange 42 of the intermediate member.

Figure 6 illustrates another embodiment which differs from that described with reference to Figure 2 in that the outer ring 44 of the bearing 39 and the intermediate member 40 are formed in one piece.

FIG. 7 illustrates another embodiment which differs from that described with reference to FIG. 2 in that an elastic washer 57 is mounted between the radially internal periphery 6 of the flywheel 3 and the support washer 50. More particularly, the elastic washer 57 has a radial part 58 whose radially internal periphery is extended by a part 59 extending axially forward. Said axial part 59 is mounted in the radial clearance j formed between the internal periphery 6 of the flywheel 3 and the cylindrical part 41 of the intermediate member 40. Said axial part 59 is able to deform elastically in the radial direction.

As shown in FIG. 8, the axial part 59 can be formed of several tongues 60 extending axially, deformable in the radial direction and evenly distributed over the circumference.

As a variant, as shown in FIG. 9, the axial part 59 can be formed of an annular portion, the section of which comprises a domed, radially deformable part.

The axial part makes it possible to absorb any radial movement of the flywheel 3 relative to the intermediate member 40. Of course, any other embodiment allowing elastic deformation and such damping in the radial direction can be envisaged.

FIG. 10 illustrates another embodiment which differs from that described with reference to FIG. 7 in that the washer 57 has no radial part 58.

As illustrated in FIG. 11, the elastically deformable washer 57 may have a general shape of stars, and be composed of a succession of flat portions 61 forming angles with respect to each other, capable of deforming so to absorb any radial movement of the steering wheel 3 relative to the intermediate member 40.

Another variant is shown in FIG. 12, in which the washer 57 comprises a cylindrical portion 62 from which elastically deformable tongues 63 extending circumferentially and radially outwards or inwards. Said tongues 63 are also able to deform so as to absorb any radial movement of the steering wheel 3 relative to the intermediate member 40.

Of course, such a star shape or such elastic tabs 63 can be used in the case of the embodiment of FIG. 7.

It is also possible to combine the various abovementioned embodiments with one another.

Claims (17)

1. Clutch device (1) for a motor vehicle, comprising a reaction plate (2) intended to be coupled in rotation to a crankshaft, a friction disc (13) intended to be coupled to an input shaft ( 23) of a gearbox, a pressure plate (12) actuated by a diaphragm (15), so as to tighten or release the friction disc (13) on the reaction plate (2), means for damping (20) mounted between the friction disc (13) and the input shaft (23) of the gearbox, the damping means (20) acting against the rotation of the friction disc ( 13) relative to the input shaft (23) of the gearbox, characterized in that it comprises a bearing (39) intended to be mounted between the reaction plate (2) or a part (3) fixed relative to said reaction plate (2), on the one hand, and the input shaft (23) of the gearbox, on the other hand, said bearing ( 39) being able to form an axial support of the reaction plate (2) or of the part (3) fixed relative to said reaction plate (2), on the one hand, on the input shaft (23) of the gearbox, on the other hand, a radial clearance (j) being formed between the input shaft (23) of the gearbox, on the one hand, and the reaction plate (2) or the part (3) fixed relative to said reaction plate (2), on the other hand. 2. Clutch device (1) according to claim 1, characterized in that it comprises means (34) for rotationally coupling, capable of rotationally coupling the reaction plate (2) or the fixed part (3) relative to the reaction plate (2), on the one hand, and the crankshaft, on the other hand, said means (34) for rotationally coupling being elastically deformable along the axis (X) of the clutch device (1 ). 3. Clutch device (1) according to claim 1 or 2, characterized in that an intermediate member (40) is mounted between the bearing (39) and the reaction plate (2) or the fixed part (3) relative to said reaction plate (2), the radial clearance (j) being formed between the intermediate member (40), on the one hand, and the reaction plate (2) or the part (3) fixed relative to said reaction plate (2), on the other hand. 4. Clutch device (1) according to claim 3, characterized in that the intermediate member (40) has a first flange (43) capable of coming to bear axially on the bearing, in a first direction, and a second rim (42) capable of coming to bear axially on the reaction plate (2) or the part (3) fixed relative to said reaction plate (2), in a second direction. 5. Clutch device (1) according to claim 4, characterized in that the intermediate member (40) is held axially in position between the second flange (42) and an elastic ring (51) mounted on the intermediate member (40). 6. Clutch device (1) according to claim 4 or 5, characterized in that a washer (50) is mounted axially between the second flange (42) and the reaction plate (2) or the part (3) fixed relative to said reaction plate (2). 7. Clutch device (1) according to claim 1 or 2, characterized in that the radial clearance (j) is formed between the bearing (39) and the input shaft (23) of the gearbox. 8. Clutch device (1) according to claim 1 or 2, characterized in that the radial clearance (j) is formed between the bearing (39), on the one hand, and the reaction plate (2) or the part (3) fixed relative to said reaction plate (2), on the other hand. 9. Device according to one of claims 1 to 8, characterized in that it comprises elastic damping means (57) mounted in the radial clearance (j). 10. Device according to claim 9, characterized in that the elastic damping means comprise a ring (57) comprising at least one zone (59) elastically deformable in the radial direction. 11. Clutch device (1) according to one of claims 2 to 10, characterized in that the rotation coupling means comprise a flexible sheet (34) capable of being elastically deformed in the axial direction (X). 12. Clutch device (1) according to claim 11, characterized in that it comprises an annular flywheel (3) fixed to the reaction plate (2), the flexible sheet (34) being fixed at the radially external periphery of said flywheel (3). 13. Clutch device (1) according to one of claims 11 or 12, characterized in that the flexible sheet (34) comprises a radially internal annular part (36), intended to be fixed to the crankshaft, and at least one tab (37) extending radially outward from the inner annular part (36), said tab (37) being elastically deformable in the axial direction (X), the radially outer end of said tab (37) being fixed to the reaction plate (2) or to the part (3) fixed relative to the reaction plate (2), for example to the annular flywheel (3). 14. Clutch device (1) according to claim 13, characterized in that the bearing (39) is mounted at the radially internal end of the flywheel (3). 15. Clutch device (1) according to one of claims 1 to 14, characterized in that the bearing (39) is a rolling bearing, such as for example a ball bearing (39), comprising a ring external (44) mounted on the pressure plate (2), on the element (3) fixed relative to the pressure plate (2) or on the intermediate member (40), an internal ring (45) intended to be mounted on the input shaft (23) of the gearbox, and bearing means, such as for example balls (46), mounted between the inner (45) and outer (44) rings. 16. Clutch device (1) according to one of claims 1 to 15, characterized in that the damping means (20) comprise at least one guide washer (25, 26) coupled in rotation to the friction disc (13), an annular web (24) intended to be coupled in rotation to the input shaft (23) of the gearbox, and at least two elastic members (27, 28) mounted between the washer 5 guide (25, 26) and the annular web (24) and acting against the rotation of the guide washer (25, 26) relative to the annular web (24), the elastic members (27, 28) being arranged in series via a phasing member (29) so that the elastic members (27, 28) deform in phase with each other. 10 17. Clutch device (1) according to one of claims 1 to 16, characterized in that the damping means (20) comprise at least one support (30) linked in rotation to the friction disc (13), at least one pendulum mass (31) being movably mounted on the support (30). 1/4 2/4