CN110462238B

CN110462238B - Hub connection having a tensioning element for engaging a toothing, and drive train

Info

Publication number: CN110462238B
Application number: CN201880021946.2A
Authority: CN
Inventors: D·艾雷纳; H·蒙德
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2017-03-29
Filing date: 2018-03-21
Publication date: 2021-10-29
Anticipated expiration: 2038-03-21
Also published as: WO2018177468A1; CN110462238A; DE102017106701A1; DE112018001717A5

Abstract

The invention relates to a hub connection (1) for a drive train of a motor vehicle for attaching a ZMS secondary flange (2) to a torque receiving part (3), comprising a shaft (4) having a first plug-in toothing (5) and a hub (7) having a second plug-in toothing (6) which is in engagement with the first plug-in toothing (5), wherein a tensioning element (8) which is prestressed in the radial direction is supported on the shaft (4) and the hub (7) in such a way that friction between the tensioning element (8) and the shaft (4) and/or between the tensioning element (8) and the hub (7) has a damping effect on the relative rotation of the shaft (4) relative to the hub (7), wherein the shaft (4) and the hub (7) are each designed with a hollow shaft end section (9) which is plugged in one of the plug-in toothings (5, 6), 10) wherein the tensioning element (8) encloses a first shaft end section (9) of the shaft (4) and a second shaft end section (10) of the hub (7) at the end. The invention also relates to a drive train.

Description

Hub connection having a tensioning element for engaging a toothing, and drive train

Technical Field

The invention relates to a hub connection for a drive train of a motor vehicle (e.g. a passenger vehicle, a truck, a bus or another utility vehicle) for attaching a ZMS secondary flange, i.e. a secondary flange of a dual-mass flywheel, to a torque receiving element, comprising a shaft having a first (axial) plug-in toothing and a hub having a second (axial) plug-in toothing which engages in the first plug-in toothing, wherein a tensioning element which is prestressed in the radial direction is supported on the shaft and the hub such that the friction between the tensioning element and the shaft and/or between the tensioning element and the hub has a damping effect on the relative rotation of the shaft relative to the hub. The invention further relates to a drive train for a motor vehicle.

Background

Solutions for engaging and attaching a secondary flange of a dual mass flywheel to a torque receiver according to the type of clutch or shaft of the transmission are known from the prior art.

Furthermore, various torque transmission devices are known from the prior art. For example, DE 102005730540 a1 discloses a torque transmission device of a drive train of a motor vehicle for transmitting torque between a drive unit (in particular an internal combustion engine) having a driven shaft (in particular a crankshaft) and a transmission having at least two transmission input shafts.

Furthermore, from the prior art, DE 102015219251 a1 discloses a hub connection device in connection with a clutch, in particular a dual clutch, wherein the invention is also in this field. The prior publication discloses a hub for a shaft-hub connection, in particular for a drive train of a motor vehicle, having an inner contour (in particular an inner toothing) for positive cooperation with an outer contour (in particular an outer toothing) of a shaft which is rotatable about an axis of rotation.

Other prior art is also known from DE 102014212844 a 1.

The applicant is furthermore aware of the internal prior art which has been filed 2017.03.06 in the form of german patent application 102017104598.8 by the german patent and trademark office and also discloses a hub connection for a drive train of a motor vehicle. In particular, a spring plate with radially outwardly projecting securing hooks is disclosed, wherein the spring plate is inserted into the radial gap between the hub and the shaft in the region of the plug-in teeth. In other words, a shaft-hub connection is known from the prior art, in which an axial plug toothing is present between a ZMS secondary flange and a torque receiver in the form of a shaft (preferably the input shaft) of a clutch or transmission. In order to avoid rattling noise caused by engine vibrations in the plug-in teeth, spring plates are inserted in the plug-in teeth with play.

However, a disadvantage of the last-mentioned embodiment in particular is that in a configuration in which the installation space of the hub connection is optimized by the provision of the spring plate, a loss of length of the support in the plug toothing can result. Furthermore, the receptacles for the spring plates are relatively complicated to construct in the shaft and hub.

Disclosure of Invention

The object of the present invention is therefore to eliminate the disadvantages known from the prior art and in particular to provide a noise-damping hub connection with a plug-in toothing, which on the one hand is particularly space-saving in design and on the other hand results in minimal additional costs in relation to an undamped connection.

According to the invention, this is solved by: the shaft and the hub each form a hollow shaft end section with one of the plug-in teeth, wherein the tensioning element surrounds the first shaft end section of the shaft and the second shaft end section of the hub on the end side.

In this way, a particularly cost-effective production of the tensioning element is used, which is simply slipped onto the shaft and the hub from the axial side at the end. Therefore, it is not necessary to perform a complicated adaptation of the plug-in toothing of the shaft and the hub.

It is particularly advantageous if the tensioning element is supported/mounted with a first support region with a preload on the radial inner side of the first shaft end section and with a second support region, which is formed radially outside the first support region, with a preload on the radial outer side of the second shaft end section. In the assembled state of the hub connection device, the first support region is therefore elastically prestressed in the radial direction relative to the second support region by the prestressing of the tensioning element. The tensioning element is thus particularly stably mounted on the shaft and the hub.

In other words, the shaft thus forms a first shaft end section and the hub forms a second shaft end section, wherein the first shaft end section is pushed into the second shaft end section. The shaft is therefore pushed into the receiving bore of the hub, so that the shaft is displaced particularly deeply into the dual mass flywheel. This further saves axial installation space.

If the first support region is formed by an inner wall region of the tensioning element extending in the axial direction, the tensioning element is stably supported on the shaft.

In this case, it is also expedient for the second bearing region to be formed by an outer wall region of the tensioning element which extends in the axial direction. As a result, the tensioning element is also pressed particularly stably against the second shaft end section.

The tensioning element can be assembled particularly easily if the first support region has spring webs that are prestressed in the radial direction and that are supported on the radial inner side of the first shaft end section.

In this connection, it is furthermore advantageous to form a lead-in contour, preferably a lead-in chamfer, on the first shaft section and/or on the spring tab. This considerably eases the insertion of the inner wall region together with the spring webs axially into the first shaft end section. The first lead-in chamfer is preferably mounted on the end side, facing radially inward, on the first shaft end section and is preferably shaped in the form of a chamfered or rounded edge. The second lead-in ramp is preferably formed on each of the spring webs and is preferably formed in a bending technique. It is further preferred that every second lead-in chamfer is formed by an end of the respective spring web which is bent inward in the radial direction.

In its relaxed state, the spring webs are preferably all arranged with their radially outermost regions on a common imaginary circumferential line around the central axis, wherein the diameter of a circle drawn through this circumferential line is greater than the inner diameter of the radially inner region on which the spring webs rest in the installed state.

It is also advantageous if the tensioning element is designed as a pot-shaped plate component, i.e. is designed from a pot-shaped plate, preferably a sheet metal/sheet metal component. The tensioning element can therefore be produced cost-effectively in a relatively small number of work steps. It is particularly preferred that the can-shaped base section of the tensioning element is produced by deep-drawing technology. Further preferably, the base section is configured on itself as a tension ring.

The tensioning element is particularly simply connected to the hub in a rotationally fixed manner if a plurality of retaining webs which project outward in the radial direction and are mounted in a fixed manner to the hub are formed on the tensioning element.

In this connection, it is also advantageous if each retaining web is fixed to the disk region fixed to the hub in a form-fitting and/or material-fitting manner.

In addition, it is expedient for the form-locking mounting that each retaining web is inserted/anchored/hooked in form-locking in a through-hole of the disk region fixed to the hub. This results in a simple form-locking connection of the retaining webs and the tensioning element to the hub.

The two shaft end sections are preferably shaped such that they extend in the axial direction towards the engine side. The two shaft end sections thus extend in particular from the disk region fixed to the hub in the axial direction toward the primary flange of the dual mass flywheel.

Furthermore, the invention relates to a drive train having a ZMS secondary flange and an input shaft of a clutch or transmission, which form a shaft-hub connection according to the invention according to at least one of the preceding embodiments. The shaft is preferably formed directly with the input shaft or at least connected to the input shaft in a rotationally fixed manner. The hub is preferably formed directly with the ZMS secondary flange or is connected at least in a torque-proof manner to the ZMS secondary flange.

In other words, according to the invention, a tensioning ring (tensioning element) for the hub toothing (plug toothing) is therefore implemented in the hub connection. Axial plug-in teeth are present between the secondary flange/hub of the ZMS and the input hub (shaft) of the clutch or transmission, wherein the teeth of the driven hub (hub) of the secondary flange point in the engine direction and the input hub (shaft) of the clutch or transmission input shaft is hollow-bored in the region facing the engine side. A friction position achieved by means of the tensioning element is also implemented between the driven hub and the input hub. For this purpose, the driven hub is connected to a pot-shaped tensioning element in the form of a tensioning plate, which is tensioned on the outer diameter (outside the second shaft end section) in the region of the hub. On the inside of the pot-shaped tensioning plate, in turn, an elastic peripheral web (spring web) is mounted, the outer diameter of which is greater than the inner diameter of the hollow transmission input shaft (shaft). When the transmission input shaft is assembled, it is pushed into the pot-shaped region of the tensioning plate and presses the elastic peripheral webs of the tensioning plate radially inward, wherein the required friction is achieved between the hub and the transmission input shaft.

Drawings

Now, the present invention is explained in detail below with reference to the drawings. The figures show:

fig. 1 is a detailed longitudinal section through a hub connection according to the invention, according to a preferred embodiment, in which the hub connection is formed between a ZMS secondary flange and a torque receiver of a construction shaft of a drive train, wherein the radial tensioning of the shaft and the hub by means of tensioning elements is clearly visible,

fig. 2 shows a perspective view of the hub connection means comprised in fig. 1 from one side, whereby the shaping and mounting of the tensioning element is elucidated,

fig. 3 shows a perspective view of a partial assembly of a ZMS secondary flange and a tensioning element (as installed in fig. 1 and 2) from the side which faces away from the internal combustion engine during operation, wherein the configuration of the inner wall region of the tensioning element with its spring webs is now visible,

FIG. 4 is a perspective view of the tensioning element incorporated in FIGS. 1 to 3 prior to assembly on a ZMS secondary flange, an

Fig. 5 is a longitudinal section of the hub connection device similar to fig. 1, wherein the tensioning element with its retaining webs has already been hooked onto the ZMS secondary flange, but the retaining webs have not yet been bent.

The drawings are merely schematic and are provided for understanding the present invention. Like elements are provided with like reference numerals.

Detailed Description

In fig. 1 a hub connection device 1 according to the invention according to a preferred embodiment is illustrated in detail. The shaft-hub connection 1 is embodied between a ZMS secondary flange 2 of a dual-mass flywheel, which is not shown in detail here for the sake of clarity, and a torque receiving element 3 in the form of a clutch or an input shaft of a transmission of a drive train of a motor vehicle. The shaft 4 of the hub connection device 1 is constructed directly from the torque receiving member 3. The hub 7 of the shaft-hub connection device 1 is constructed directly from the ZMS secondary flange 2. In particular, the hub connection 1 serves to connect a ZMS secondary flange 2 to a torque receiving element 3 in a torque-proof manner.

In addition, the dual mass flywheel has, in a typical manner, a ZMS primary flange which is not shown further here for clarity. The ZMS primary flange is connected in operation to the output shaft of the internal combustion engine in a rotationally fixed manner. Furthermore, the ZMS secondary flange 2 is mounted in a typical manner in a vibration-damping manner relative to the ZMS primary flange, but is coupled to it in a torsion-proof manner. The ZMS secondary flange 2 is designed as a disk region 24 which is fixed to the hub/connected in a rotationally fixed manner to the hub 7 and which is further coupled in rotation to the ZMS primary flange. The disk region 24 is an integral component of the material of the hub 7.

In this exemplary embodiment, the torque receiving element 3 is an input shaft of a clutch, for example in the form of a hybrid module in a hybrid drive train or alternatively in the form of a conventional friction clutch (e.g. a dual clutch), but it can in principle also be configured directly as an input shaft of a transmission (e.g. a dual clutch transmission) according to other embodiments.

The shaft 4 is configured as a hollow shaft. The shaft 4 is formed with a (first) hollow shaft end section 9 (hollow axial end section of the torque receiving part 3) at its axial end region (axial direction indicated by a in fig. 1) connected to the hub 7 in a rotationally fixed manner. The hub 7 is formed by a sleeve-like (i.e. extending in the axial direction) region and is arranged in the radial direction (denoted by r in fig. 1) on the inside of the ZMS secondary flange 2/disk region 24. Thus, the hub 7 constitutes a (second) hollow shaft end section 10/hub end section extending in the axial direction.

The shaft 4 and the hub 7 are connected to one another in a rotationally fixed manner by

axial plug teeth

5 and 6. The plug toothing of the shaft 4 is denoted as first plug toothing 5 and the plug toothing of the hub 7 is denoted as second plug toothing 6. The first plug-in toothing 5 is formed radially on the outside of the first shaft end section 9. The second plug-in toothing 6 is formed on the radial inside of the second shaft end section 10. The two

mating teeth

5 and 6 thus together form a mating connection in the assembled state according to fig. 1.

In order to avoid rattling noises during operation of the drive train, the tensioning element 8 is clamped between the shaft 4 and the hub 7. The tensioning element 8 is inserted in a typical manner and is supported in respect of the hub 7 and the shaft 4, such that friction between the tensioning element 8 and the shaft 4 and between the tensioning element 8 and the hub 7 has a damping effect on the relative rotation of the hub 7 relative to the shaft 5.

The tensioning element 8 is configured such that it surrounds the two

shaft end sections

9 and 10 on the engine side, i.e. on the axial side facing the ZMS primary flange. The tensioning element 8 rests on the radial inner side 12 of the shaft 4 in a first radially inner supporting region 11 in the form of an inner wall region 15 extending in the axial direction. The tensioning element 8 bears with a second support region 13, which is arranged radially outside the first support region 11 and at a distance from the first support region 11, against a radial outer side 14 of the second shaft end section 10. The second support region 13 is also formed by a wall region of the tensioning element 8 extending in the axial direction, i.e. an outer wall region 16.

As can be seen further in connection with fig. 2, the tensioning element 8 is basically of a pot-like configuration. The tensioning element 8 is produced from sheet metal by cold forming. The annular can-shaped base section 22 of the tensioning element 8 is produced by deep-drawing technology. The base portion 22 has in principle an inner and an

outer wall region

15 and 16 and a base region 23 which extends between the two

wall regions

15, 16 in the radial direction and connects the two

wall regions

15, 16 to one another. As can again be seen clearly in fig. 1, the base region 23 is arranged directly toward the common end face 25 of the two shaft end sections 9 and 10 (toward the ZMS primary flange). The base region 23 is preferably seated axially on the second shaft end section 10, but may alternatively be spaced apart from the end face 25 of the second shaft end section 10 by an axial gap. In any case, the base region 23 is spaced apart in the axial direction relative to the end face 25 of the first shaft end section 9 by an axial gap.

In fig. 4, it can be seen that a plurality of spring webs 17, which are arranged uniformly distributed in the circumferential direction, engage on the inner wall region 15. These spring webs 17 engage the inner wall region 15 in the axial direction on the axial side facing away from the base region 23. Each spring web 17 is formed as a leaf spring section which is deformable in the radial direction. The spring webs 17 are all arranged at a common radial height with respect to the central axis/rotational axis of the hub connection device 1. In particular, the spring webs 17 lie with their radial outer sides on an imaginary common circle. In the relaxed state of the spring webs 17 (as embodied in fig. 3 and 4), the circle has an outer diameter which is greater than the inner diameter of the inner side 12 in the region of the first shaft section 9. Thus, when pushed axially onto the shaft 4, the spring webs 17 automatically bend elastically inward in the radial direction in the region of the first shaft end section 9. The spring web 17 then forms with the first shaft end section 9 the first support region 11 of the inner wall region 15. The tensioning element 8 is fixedly supported by the outer wall region 16 on the outer side 14 (second support region 13) of the second shaft section 10. The second support region 13 bears in a surface-like manner against the outer side 14. The tensioning element 8 thus pretensions the two

shaft end sections

9, 10 in the radial direction towards one another.

When the hub 7 is twisted relative to the shaft 4 (which is possible due to tolerance-dependent play of the plug-in teeth 5 and 6), friction is caused in the

respective support region

11, 13 during operation, which counteracts a relative twisting of the hub 7 relative to the shaft 4.

As is also clearly visible in fig. 4, the tensioning element 8 has a plurality of, i.e. three, retaining webs 20/fastening webs arranged uniformly distributed in the circumferential direction, which (as is also clearly visible in fig. 2 and 3) are anchored in the hub 7/in the ZMS secondary flange 2 in the assembled state of the hub connection 1 in a rotationally fixed manner.

For this purpose, the individual retaining webs 20, which project in the radial direction from the base section 22, are initially inserted in the axial direction into the respective through-openings 21 in the disk regions 24 of the ZMS secondary flange 2. This state is shown in fig. 5. Subsequently, the radially outer ends of the retaining webs 20 are bent/crimped such that they again extend parallel to the disk region 24 and lie flush against this disk region 24 according to fig. 1. The retaining webs 20 thus pass through the ZMS secondary flange 2 in the region of the through-opening 21 and are connected to the hub 7/ZMS secondary flange 2 in a form-locking manner. Alternatively or additionally to such a form-fitting connection to the retaining web 20, a material-fitting connection is also possible.

As is also clearly visible in connection with fig. 5, separate lead-in

bevels

18 and 19 are formed on the shaft 4 and the spring webs 17. The first lead-in chamfer 18 is embodied in the form of a chamfer (alternatively rounded) which is formed radially on the inside on the end face 25 of the first shaft end section 9. The second lead-in ramp 19 is formed by the bent end of each spring web 17. This allows the shaft 4 to be easily pushed into the tensioning element 8/onto the inner wall region 15.

In other words, according to the invention, the driven hub (hub 7) is provided with a pot-shaped tensioning plate (tensioning element 8) which is tensioned over the outer diameter in the hub region (hub 7). In this case, it may be necessary for the tensioning plate 8 to be additionally secured axially and in the circumferential direction by means of at least one retaining web 20. The retaining web(s) 20 can be fixed to the hub 7 in a form-fitting or material-fitting manner, for example by crimping. An elastic peripheral web (spring web 17) is in turn mounted on the inside of the pot-shaped tensioning plate 8, the outer diameter of which is greater than the inner diameter of the hollow transmission input shaft 4. When the transmission input shaft 4 is assembled, it is pushed into the pot-shaped region (base section 22) of the tensioning plate 8 and presses the elastic peripheral webs 17 of the tensioning plate 8 radially inward, wherein the required friction is achieved between the hub 7 and the transmission input shaft 4. For easy introduction of the transmission input shaft 4, the contours (second lead-in chamfer 19) on the tensioning plate 8 and on the transmission input shaft 4 can be provided with a chamfer or a rounding (first lead-in chamfer 18). A gap is axially maintained between the tension plate 8 and the transmission input shaft 4 in order to be able to compensate for tolerance-dependent differences in position of the transmission input shaft 4 relative to the hub 7. The solution according to the invention is only expedient in terms of assembly technology when the toothing of the output hub 7 (second plug toothing 6) points in the engine direction and the transmission input shaft 4 is hollow-bored in the region facing the engine side.

List of reference numerals

1 axle hub connecting device

2 ZMS secondary flange

3 Torque receiving Member

4-shaft

5 first plug-in tooth part

6 second plug-in tooth part

7 hub

8 tensioning element

9 first shaft end section

10 second shaft end section

11 first support area

12 inside

13 second support area

14 outside

15 inner wall area

16 outer wall area

17 spring contact

18 first lead-in chamfer

19 second lead-in chamfer

20 retaining tab

21 through hole

22 base section

23 bottom region

24 disc area

25 end side

Claims

1. A hub connection (1) for a drive train of a motor vehicle, which is suitable for attaching a ZMS secondary flange (2) to a torque receiving part (3), comprising a shaft (4) having a first plug-in toothing (5) and a hub (7) having a second plug-in toothing (6) which is in engagement with the first plug-in toothing (5), wherein a tensioning element (8) which is prestressed in the radial direction is supported on the shaft (4) and the hub (7) in such a way that friction between the tensioning element (8) and the shaft (4) and/or between the tensioning element (8) and the hub (7) has a damping effect on the relative rotation of the shaft (4) relative to the hub (7), characterized in that the shaft (4) and the hub (7) are each designed with a hollow shaft end section (9) which is plugged in one of the plug-in toothings (5, 6), 10) wherein the tensioning element (8) surrounds a first shaft end section (9) of the shaft (4) and a second shaft end section (10) of the hub (7) at the end, the tensioning element (8) being supported with a first support region (11) on a radially inner side (12) of the first shaft end section (9) in a prestressed manner and with a second support region (13) formed radially outside the first support region (11) on a radially outer side (14) of the second shaft end section (10) in a prestressed manner.

2. The hub connection device (1) according to claim 1, characterized in that the first support region (11) is configured by an inner wall region (15) of the tension element (8) extending in the axial direction.

3. The hub connection device (1) according to claim 1, characterized in that the second support region (13) is configured by an outer wall region (16) of the tension element (8) extending in the axial direction.

4. The hub connection device (1) according to any one of claims 1 to 3, characterised in that the first support region (11) has a plurality of spring webs (17) which are prestressed in the radial direction and which are supported on the radially inner side (12) of the first shaft end section (9).

5. The hub connection device (1) according to any one of claims 1 to 3, characterized in that a lead-in chamfer is configured on the first shaft end section (9).

6. The hub connection device (1) according to claim 4, characterized in that a lead-in chamfer is configured on the spring tab (17).

7. The hub connection device (1) according to any one of claims 1 to 3, characterized in that the tensioning element (8) is configured as a pot-shaped plate member.

8. The hub connection device (1) according to any one of claims 1 to 3, characterized in that a plurality of retaining tabs (20) projecting outwards in the radial direction are configured on the tensioning element (8), which retaining tabs are mounted in a fixed manner with the hub.

9. Hub connection device (1) according to claim 8, characterized in that each retaining tab (20) is inserted with a form-fit into a through hole (21) of a disc area (24) fixed to the hub.

10. A drive train having a ZMS secondary flange (2) and an input shaft (4) of a clutch or transmission, which form a hub connection (1) according to any of the preceding claims.