DE102014215564A1 - Clamping arrangement for a drive train of a motor vehicle - Google Patents

Abstract

It is a bracing arrangement for a drive train of a motor vehicle for pretensioning in the direction of a connector plug connection between an engine-side subunit, in particular a torsional vibration damper, for example, two-mass flywheel, and a transmission-side subunit, in particular a clutch unit, for example friction clutch provided with a first disc having a first profiling for a spline a second disc having a second profiling for the spline, wherein the first disc is relatively rotatable relative to the second disc between a mounting position and a use position and the first disc is clamped by a tension spring in the circumferential direction relative to the second disc to compensate for a backlash of the spline, wherein the first disc with the second disc via a circumferentially acting locking stop in the mounting position can be positively locked is and the positive connection of the Arretieranschlags can be canceled by a release force in the axial direction of the locking stop. By achieved with the help of Arretieranschlags easily releasable locking the first disc with the second disc, a tensioning spring can be used with a particularly high clamping force, so that in the mounting position easy mounting without significant assembly forces and in the position of use even with high torque changes in the Essentially play-free splines for the connection of subunits of a drive train is possible.

Description

The invention relates to a bracing arrangement for a drive train of a motor vehicle, with the aid of a plug connection between a transmission-side subunit, for example a double clutch, with a motor-side subunit, such as a dual mass flywheel, can be biased in the circumferential direction backlash to avoid noise during load changes.

Out DE 10 2011 081 162 A1 is configured as an inner damper Verspannanordnung for a drive train of a motor vehicle, in which an output flange of a dual mass flywheel is coupled with a leading to a counter-plate of a dual clutch carrier ring via a tensioned spline in the circumferential direction. The inner damper has a central disk arranged between two side disks, wherein the side disks and the middle disk each have an outer toothing, which engage in an internal toothing of the output flange. The side windows are biased by a compression spring against the central disc in the circumferential direction, so that the middle disc rests with a pointing in a first circumferential direction tooth flank on the internal teeth, while the side discs with a facing in a first circumferential direction of the second circumferential direction facing tooth flank rests against the internal toothing in order to eliminate backlash of the splines formed by the internal teeth and the external teeth, which compensates for manufacturing tolerances of the splines and rattling noises of the splines should be reduced.

There is a constant need to be able to connect subunits of a drive train via a substantially backlash-free splines with little installation effort.

It is the object of the invention to show measures that allow an easy mountable connection of subunits of a drive train via a substantially backlash-free splines.

The solution of the problem according to the invention by a Verspannanordnung with the features of claim 1. Preferred embodiments of the invention are specified in the dependent claims, each of which individually or in combination may represent an aspect of the invention.

According to the invention, a tensioning arrangement for a drive train of a motor vehicle for pretensioning in the direction of a connector plug connection between a motor-side subunit, in particular a torsional vibration damper, for example, two-mass flywheel, and a transmission-side subunit, in particular a clutch unit, for example friction clutch, provided with a first profiling for a spline first having Disc, a second profiling for the spline having second disc, the first disc to the second disc between a mounting position and a use position is relatively rotatable and the first disc via a biasing spring in the circumferential direction relative to the second disc to compensate for a backlash of the spline can be clamped wherein the first disc with the second disc via a circumferentially acting locking stop in the mounting position formschlü Ssig is lockable and the positive connection of the locking stop can be canceled by a release force in the axial direction of the locking stop.

The first profiling of the first disc and the second profiling of the second disc can overlap in the assembly position stronger than in the use position seen in the axial direction. As a result, a backlash, in particular a deliberately provided significant backlash can be provided in the mounting position. For mounting the motor-side subunit with the transmission-side subunit, the first disc can be rotated against the clamping force of the bracing spring relative to the second disc and secured in the mounting position by means of the Arretieranschlags against a reverse rotation. In particular, the preferably designed as a compression spring tension spring can be supported on both the first disc and on the second disc. In this case, the locking stop can be pressed by the tensioning spring with the tensioning force built up by the tensioning spring against a corresponding counter-stop face, so that a positive locking achieved with the aid of the locking stop can block a reverse rotation. As a result, the backlash can be retained within the spline during assembly, so that an easy assembly of the spline is made possible. At the same time, it can be avoided that the bracing spring exerts a bracing force in the circumferential direction on the spline, so that the assembly of the spline can be done without significant assembly forces. By the tensioning spring caused frictional forces of the spline, in particular between the first profiling and the second profiling with a corresponding counter profiling of the motor-side subunit or the gearbox-side subunit can be avoided. After mounting the motor-side subunit with the transmission-side subunit via the spline of the Arresting stop by applying the at least with a share in the axial direction facing release force to be released from the lock. For example, with the help of the release force of the locking stop can be pressed to an axial position in which the locking stop has in the tangential direction on the counter stop surface over. In this state, the biasing spring can rotate the first disc relative to the second disc in the direction of the clamping force until the first disc with a pointing in a first circumferential direction tooth flank and the second disc with a facing in a first circumferential direction opposite second circumferential direction tooth flank on Gegenverzahnung the spline is applied. By the relative rotation of the first disc to the second disc and the locking stop is rotated relative to the counter stop surface, so that a subsequent locking of the first disc can be avoided with the second disc by the Arretieranschlag. In particular, it is possible that the bracing spring provides a comparatively high bracing force, in which even with particularly high torque changes during operation of the motor vehicle contact of the first disc and the second disc is maintained with the counter teeth of the spline. By achieved with the help of Arretieranschlags easily releasable locking of the first disc with the second disc, a tensioning spring can be used with a particularly high clamping force, so that in the mounting position easy assembly without significant assembly forces and in the position of use even with high torque changes in the Essentially play-free splines for the connection of subunits of a drive train is possible.

The bracing arrangement can be configured in particular in the manner of an inner damper or disk damper. The bracing assembly can be connected to form the spline on the first disc and the second disc with the counter teeth of the motor-side subunit or the gearbox-side subunit. For this purpose, the bracing can engage in an inner profile or outer profile of the spline. In particular, the first profiling and / or the second profiling on protruding teeth, which can engage in a suitable toothing of the counter profiling. In particular, the teeth of the first profiling and the teeth of the second profiling are designed substantially similar. The interdental spaces of the counter profiling have at least one clearance fit for the teeth of the first profiling and the second profiling. Preferably, the interdental space has a mean width b for which, based on a tooth width z of the teeth of the first profiling and / or the second profiling at the height of the width b in the mounting position, a backlash b / z of 1.0 <b / z ≤ 3.0, in particular 1.1 ≦ b / z ≦ 2.5, preferably 1.2 ≦ b / z ≦ 2.0, and particularly preferably 1.3 ≦ b / z ≦ 1.5. As a result, even with a slight lifting of a tooth flank of the first profiling and / or the second profiling of the counter profiling, a subsequent unintentional locking of the first disc with the second disc can be reliably avoided by the arresting stop. The bracing arrangement can in particular as in DE 10 2011 081 162 A1 shown incorporated in a drive train, the content of which is incorporated herein by reference as part of the invention.

The release force for canceling the positive locking can be applied for example by a fitter during assembly using a suitable tool. Preferably, the release force is automatically applied by a component of the drive train by indirectly or directly at the locking stop during assembly or after installation at first commissioning a component of the motor-side subunit and / or the gearbox subunit can strike at a relative movement to the Verspannanschlag and thereby bring the locking stop out of engagement with the counter stop surface. In particular, the release force can cause an elastic and / or plastic deformation of the locking stop when loosening the lock and / or push out or pull out the locking stop from an undercut or the like.

In particular, the locking stop by the clamping force of the tensioning spring is frictionally durable in the mounting position. The locking stop can be pressed by the bracing force of the bracing against the counter stop surface, whereby the positive locking can be made. In particular, the bracing force can provide a majority of the normal force with which the arresting stop presses against the counterstop surface. As a result, one of the tensioning force built up by the tensioning spring in the mounting position can be provided with corresponding frictional force which counteracts an axial relative movement of the locking stop to the counterstop surface. To release the lock therefore a correspondingly high release force is required, which is able to overcome the friction force built up by the clamping force. An unintentional release of the lock of Arretieranschlags can be avoided without additional measures. An acting in the circumferential direction positive engagement of the locking can be frictionally secured by a frictional force built up by the Verspannkraft the tensioning spring, said friction force by a correspondingly high release force in the axial direction can be overcome to cancel the positive locking.

Preferably, a projecting in the axial direction release tab for abutment on the motor-side subunit or on the transmission-side subunit is provided, wherein the release tab is movable in the axial direction for applying the release force on the locking stop. The release lug can protrude so far in the axial direction that the release lug can be hit by a component which can be moved relative to the bracing arrangement, for example an input-side primary mass of a dual-mass flywheel. A contact of the triggering lug with the corresponding component of the subunit can in particular take place via an inclined plane, so that the triggering lug can be pushed away from the component of the subunit in the axial direction towards the arresting stop. As a result, the release tab can apply the release force required to release the lock to the locking stop. Preferably, the release tab remains in the position after release of the lock, so that further grinding of the release tab on the component of the subunit is avoided.

Particularly preferably, the release tab is designed in one piece with the locking stop. The release lug can be formed, for example, as a correspondingly wide bulge of Arretieranschlags. The release lug is formed, in particular, by a non-cutting shaping of the arresting stop or of a component having the arresting stop. The manufacture and assembly of the bracing can be simplified.

In particular, the triggering nose in the mounting position exerts a nose force in the direction of the release force on the locking stop, wherein the nose force is less than a frictional force acting in the mounting position on the locking stop. As a result, the release nose can be slightly biased in the direction of the release force. Thereby, the release lug can be moved after releasing the locking of the nose force in a position in which the triggering lug is spaced from the triggering abutment member of the subunit. A grinding of the release lug on the component of the subunit after releasing the lock is thereby avoided. At the same time, the nasal force provided in particular by elastic bending is so small that the frictional force provided by the tensioning force of the tensioning spring is not overcome, so that inadvertent release of the catch is avoided.

In a preferred embodiment it is provided that the first disc has a locking window, wherein the second disc has a spring stop forming the locking stop, wherein the spring bar protrudes in the mounting position with the Arretieranschlag in the locking window and the Arretieranschlag strikes in the circumferential direction at one edge of the locking window , The locking window can be easily made for example by punching. The edge defining the locking window can form a counterstop surface for the arresting stop, without it being necessary for this purpose to form the counterstop surface by a separate change in shape of the first disk. During assembly, the first disc can be placed on the second disc and rotated against the Verspannkraft the Verspannfeder, which can be pressed into the locking window after reaching the mounting position of the spring bar of the second disc, so that the Arretieranschlag the tensioning spring of the tensioning spring against the Edge of the locking window can be pressed to lock the first disc with the second disc.

In particular, in the mounting position, the spring bar exerts a spring bar force in the direction of the release force on the locking stop, the spring bar force being less than a frictional force acting on the arresting stop in the mounted position, the arresting stop being spaced in the use position in the axial direction to the first pane. The spring bar can be biased something in the direction of release force. Thereby, the spring bar can be moved after releasing the locking of the spring bar force in a position in which the locking stop is spaced to the counter-stop surface formed by the edge of the locking window. A grinding of the spring bar or the Arretieranschlag on the first disc after releasing the lock is thereby avoided. At the same time, the spring web force provided, in particular, by elastic bending is so small that the frictional force provided by the tensioning force of the tensioning spring is not overcome, so that unintentional release of the catch is avoided.

Preferably, an axially projecting release lug is provided for abutment with the engine-side subunit or the transmission-side subunit, the triggering lug being movable toward the arresting stopper in the axial direction for application of the release force, the release lance in the use position to the motor-side subunit and the transmission-side subunit is at least partially spaced apart in the locking window from the edge of the locking window. After a component of the corresponding subunit is struck at the release lug, thereby applying over the release lug the release force required for releasing the detent, the release lance can at least partially, preferably to a large extent, remain in the locking window, so that a loosening of the release tab on the subunit can be avoided. The locking window and the position of the release lug within the locking window in the circumferential direction is in this case selected in particular such that in the use position, the release lug is spaced from the edge of the locking window. As a result, it can be avoided that the triggering nose acts as a detent of the first disc with the second disc.

Particularly preferably, the second disc has a first side disc having the spring bar and a second side disc having the release tab, wherein the first disc is arranged in the axial direction between the first side pane and the second side pane. The spring bar and the release nose can be divided into two different components. This is particularly useful if, for example, for reasons of power symmetry, the second disk should anyway be divided into two side windows. The side windows may in particular have a tensioning spring in the axial direction limiting window on which the tensioning spring can be supported on a first axial side, while the tensioning spring in a formed in the first disc another window on a counter to the first axial side facing second axial side of the can support the first disc. The first side window and the second side window can in particular be non-rotatably connected to one another via at least one spacing bolt which optionally extends through the first pane.

The invention further relates to a drive train for a motor vehicle having an engine-side subunit designed as a dual mass flywheel, wherein the dual mass flywheel has a primary mass for introducing a torque and a secondary mass for deflecting the torque that is relatively rotatable via an energy storage element, in particular a bow spring, and one with a transmission-side subunit , in particular the clutch assembly, connected bracing assembly, which may be as described above and further educated, the secondary mass is connected via a spline with the bracing, wherein the primary mass projecting in the direction of the bracing survey, in particular ramp, for exerting a release force in the axial Direction of the locking stop at a relative rotation of the primary mass to Verspannanordnung. By achieved by means of Arretieranschlags and easily recoverable from the collection of the primary mass locking the first disc with the second disc, a tensioning spring can be used with a particularly high clamping force, so that in the mounting position easy mounting without significant assembly forces and in the position of use Even with high torque changes a substantially backlash-free splines for the connection of subunits of a drive train is possible. In particular, the elevation may have a ramp acting in the pulling direction and / or in the direction of thrust, wherein preferably a ramp acting in both circumferential directions is provided. As a result, the locking of the bracing arrangement can be automatically released from the survey at a first startup. The survey may be integrally formed in the primary mass or be connected as a separate component with the primary mass.

The invention will now be described by way of example with reference to the accompanying drawings with reference to preferred embodiments, wherein the features shown below, both individually and in combination may represent an aspect of the invention. Show it:

1 FIG. 2 is a schematic sectional view of a clamping arrangement in a first embodiment in a mounting position, FIG.

2 a schematic sectional view of the bracing of 1 during a transition from the mounting position to a use position,

3 a schematic sectional view of the bracing of 1 in the use position and

4 FIG. 2: a schematic sectional view of a bracing arrangement in a second embodiment in the assembly position. FIG.

In the 1 partially illustrated bracing arrangement 10 has a first disc 12 and a second disc 14 on, with the second disc 14 in a first side window 16 and a plurality of standoff bolts rotatably with the first side window 16 connected second side window 18 is divided. The first disc 12 is relatively rotatable about a tension spring to the second disc 14 between the first side window 16 and the second side window 18 the second disc 14 arranged. The first disc 12 has a locking window 20 on, in the in 1 illustrated mounting position of the clamping arrangement 10 one from the first side window 16 trained spring bar 22 protrudes. The spring bar 22 has a locking stop 24 in the circumferential direction of the tensioning spring against one of the edge of the locking window 20 trained counter-attack surface 26 is pressed. The frictional force between the locking stop 24 and the counter-attack surface 26 is due to the relatively high clamping force of Tension spring so high that the spring bar force of the spring bar 22 the locking stop 24 not from the locking window 20 can pull out. The second side window 18 has one in the direction of a primary mass 28 a dual mass flywheel projecting release nose 30 on, in the axial direction of the locking stop substantially 24 of the spring bar 22 resiliently rests with a nose force. The frictional force between the locking stop 24 and the counter-attack surface 26 is due to the relatively high tensioning force of the tension spring so high that the sum of the nose force of the release lance 30 and the spring bar force of the spring bar 22 the locking stop 24 not from the locking window 20 can move out.

The primary mass 28 is to a via a spline with the Verspannanordnung 10 coupled secondary mass for damping torsional vibrations of a drive shaft of an automotive engine relatively rotatable, so that the primary mass 28 in operation relative to the Verspannanordnung 10 in a first circumferential direction 34 can move while the bracing assembly 10 relative to the primary mass 28 in one of the first circumferential direction 34 opposite second circumferential direction 36 can move, as in 2 shown. For a first startup can thereby the primary mass 28 with a clamping arrangement 10 protruding survey 32 at the triggering nose 30 attacks. The assessment 32 can do this in one piece with the primary mass 28 or as a separate with the primary mass 28 be configured connected component. In particular, the survey is 32 designed as a two-sided ramp, so that both in a relative rotation in the pulling direction as well as a relative rotation in the thrust direction, the release lug 30 over an inclined plane at the elevation 32 can strike and slide off. This can cause the primary mass 28 about the survey 32 push the release tab further in the axial direction into the lock window, causing the release tab 30 one in the axial direction 38 pointing release force on the locking stop 24 of the spring bar 22 exercises. The release force applied thereby can reduce the frictional force between the locking stop 24 and the counter-attack surface 26 overcome and the locking stop 24 during the slipping of the release nose 30 at the survey 32 from the locking window 20 squeeze out as in 3 shown.

In the in 3 shown use position of the Arretieranschlags 24 is the triggering nose 30 through the nose force of the triggering nose 30 to the survey 32 the primary mass 28 spaced, leaving a sliding contact with the primary mass 28 is avoided. In addition, the release tab is to the counter stop surface 26 clearly spaced to a large extent in the locking window 20 positioned. This leaves between the release nose 30 and the counter-attack surface 26 a sufficiently large distance that the first disc 12 due to the biasing force of the tension spring relative to the second disc 14 to compensate for a backlash of the spline can rotate without the first disc 12 with the counter stop surface 26 at the triggering nose 30 strikes and blocks any necessary twisting.

At the in 4 illustrated embodiment of the bracing 10 is compared to the previously described embodiment of the clamping arrangement 10 the triggering nose 30 and the locking stop 24 not through different side windows 16 . 18 but executed in one piece. For this purpose, the primary mass 28 facing second side window 18 the spring bar 22 with the locking stop 24 on, with the spring bar 22 non-cutting plastic is reshaped so that the spring bar 22 in addition also the release nose 30 formed. The first side window 16 has an opening 40 on, through which the locking stop 24 in the use position and / or can protrude through.

LIST OF REFERENCE NUMBERS

10

 Verspannanordnung

12

 first disc

14

 second disc

16

 first side window

18

 second side window

20

 Arretierfenster

22

 spring bar

24

 check stopper

26

 Thrust face

28

 primary mass

30

 trip lug

32

 survey

34

 first circumferential direction

36

 second circumferential direction

38

 axial direction

40

 opening

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102011081162 A1 [0002, 0008]

Claims (10)

Clamping arrangement for a drive train of a motor vehicle for pretensioning in the circumferential direction of a plug connection between an engine-side subunit, in particular a torsional vibration damper, for example a dual mass flywheel, and a transmission-side subunit, in particular a clutch unit, for example a friction clutch, with a first disc having a first profiling for a spline ( 12 ), a second profile for the spline having second disc ( 14 ), the first disc ( 12 ) to the second disc ( 14 ) between a mounting position and a use position is relatively rotatable and the first disc ( 12 ) via a tension spring in the circumferential direction relative to the second disc ( 14 ) is adapted to compensate for a backlash of the spline, wherein the first disc ( 12 ) with the second disc ( 14 ) via a circumferentially acting locking stop ( 24 ) is positively locked in the mounting position and the positive connection of the Arretieranschlags ( 24 ) by a release force in the axial direction ( 38 ) on the locking stop ( 24 ) can be canceled. Clamping arrangement according to claim 1, characterized in that the locking stop ( 24 ) is frictionally retained in the mounting position by the clamping force of the tensioning spring. Clamping arrangement according to claim 1 or 2, characterized in that a projecting in the axial direction of triggering lug ( 30 ) is provided for abutment on the motor-side subunit or on the transmission-side subunit, wherein the triggering lug ( 30 ) when striking in the axial direction for applying the release force on the locking stop ( 24 ) is movable. Clamping arrangement according to claim 3, characterized in that the triggering lug ( 30 ) in one piece with the locking stop ( 24 ) is configured. Clamping arrangement according to claim 3 or 4, characterized in that the triggering lug ( 30 ) in the mounting position a nose force in the direction of the release force on the locking stop ( 24 ), wherein the nose force is less than one in the mounting position on the Arretieranschlag ( 24 ) is acting frictional force. Clamping arrangement according to one of claims 1 to 5, characterized in that the first disc ( 12 ) a locking window ( 20 ), wherein the second disc ( 14 ) a the Arretieranschlag ( 24 ) forming spring bar ( 22 ), wherein the spring bar ( 22 ) in the mounting position with the locking stop ( 24 ) in the locking window ( 20 ) protrudes and the Arretieranschlag ( 24 ) in the circumferential direction at an edge of the locking window ( 20 ) strikes. Clamping arrangement according to claim 6, characterized in that the spring bar ( 22 ) in the mounting position a spring bar force in the direction of the release force on the locking stop ( 24 ), wherein the spring bar force is less than one in the mounting position on the Arretieranschlag ( 24 ) engaging frictional force, wherein the locking stop ( 24 ) in the use position in the axial direction to the first disc ( 12 ) is spaced. Clamping arrangement according to claim 6 or 7, characterized in that a projecting in the axial direction of triggering lug ( 30 ) is provided for abutment on the motor-side subunit or on the transmission-side subunit, wherein the triggering lug ( 30 ) when striking in the axial direction for applying the release force on the locking stop ( 24 ) is movable, wherein the triggering lug ( 30 ) in the use position to the motor-side subunit and the gear-side subunit spaced at least partially in the locking window ( 20 ) to the edge of the locking window ( 20 ) is positioned at a distance. Clamping arrangement according to claim 8, characterized in that the second disc ( 14 ) a spring bar ( 22 ) having first side window ( 16 ) and one the triggering lug ( 30 ) having second side window ( 18 ), wherein the first disc ( 12 ) in the axial direction between the first side window ( 16 ) and the second side window ( 18 ) is arranged. Drive train for a motor vehicle with a motor-side subunit designed as a dual-mass flywheel, wherein the dual-mass flywheel has a primary mass ( 28 ) for introducing a torque and an energy storage element, in particular bow spring, relatively rotatable secondary mass for discharging the torque, and a with a transmission-side subunit, in particular clutch unit, connected Verspannanordnung ( 10 ) according to one of claims 1 to 9, wherein the secondary mass via a spline with the Verspannanordnung ( 10 ), the primary mass ( 28 ) one in the direction of the clamping arrangement ( 10 ) survey ( 32 ), in particular ramp, for exerting a release force in the axial direction ( 38 ) on the locking stop ( 24 ) during a relative rotation of the primary mass ( 28 ) to the clamping arrangement ( 10 ).

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