DE102017211260B4 - Inertia start clutch arrangement, torsion damper arrangement and motor vehicle - Google Patents

Abstract

Momentum start clutch arrangement (3) for a motor vehicle with at least one claw clutch (10), the claw clutch (10) being actuatable with an actuating piston (30), characterized in that the actuating piston (30) is designed as a claw element of the claw clutch (10).

Description

The invention relates to a momentum starter clutch arrangement for a motor vehicle with at least one claw clutch, the claw clutch being actuatable with an actuating piston.

Torsional damper arrangements, for example dual-mass flywheels, are found in the drive train of a motor vehicle for damping torsional vibrations. These can be combined with centrifugal pendulums, and several torsion dampers can also be used in one drive train.

In the case of hybridized drive trains, there is the problem that a torsion damper arrangement connected to the internal combustion engine has to be accelerated with the internal combustion engine in the case of electric motor operation in order to start the internal combustion engine. Accordingly, the electric motor must have a corresponding power reserve.

It is therefore known to provide an inertia starter clutch in front of the torsional damper arrangement, so that the internal combustion engine can be decoupled from the drive train during electric motor operation, but the torsional damper arrangement can be used as a flywheel mass and energy store.

In the case of such structures, however, a great deal of installation space is required in terms of axial length.

DE 100 34 730 A1 describes a multiple clutch device for arrangement in a drive train of a motor vehicle between a drive unit and a transmission, the clutch device having a first clutch arrangement assigned to a first transmission input shaft of the transmission and a second clutch arrangement assigned to a second transmission input shaft of the transmission for torque transmission between the drive unit and the transmission having.

DE 100 47 755 A1 teaches a method for operating a device with a starter generator for internal combustion engines, with an internal combustion engine having a flywheel mass to stabilize smooth running, with at least one first non-positive clutch and a flywheel generator that can be actuated via an electrical energy source and is operatively connected to a shiftable transmission.

AT 511 147 A1 describes a transmission with at least one shaft on which at least one first and one second gear wheel are rotatably mounted, at least one clutch being arranged between the gear wheels in order to drivingly connect the shaft to at least one of the two gear wheels.

Proceeding from this, it is the object of the present invention to specify a flywheel start clutch arrangement with which installation space can be saved in the axial direction in a hybridized drive train.

To solve this problem, it is proposed that the actuating piston be designed as a claw element of the claw clutch. As a result, one component and thus installation space can be saved in the axial direction.

Preferably, the torsional damper assembly is capable of receiving the momentum start clutch assembly. As a result, for example, at least part of the housing of the flywheel starter clutch arrangement can be saved from the outset and axial space can thus be gained.

The torsion damper arrangement can preferably be designed as a dual-mass flywheel. A dual-mass flywheel differs from other torsion damper arrangements in particular in the ratio of the masses of the primary and secondary sides.

Advantageously, the momentum start clutch assembly may include a friction clutch and a dog clutch. The friction clutch can be designed in such a way that it can only cope with a part of these negative torques, thus enabling a gentle flank change of the claw teeth. Alternatively, the friction clutch can advantageously be designed in such a way that it alone can transmit the entire negative torque in the pulling direction and the claw clutch can take over the remaining torque in the pulling direction. For example, the friction clutch can handle negative torques of 600 Nm in the pulling direction on its own, or it can be designed for 700 Nm, for example, so that there is a safety reserve. If the maximum torque in the direction of pull is 2,000 Nm, the dog clutch is designed so that it can transmit 1,400 Nm. The positive torque in the pulling direction is therefore transmitted by both clutches together when the 700 Nm is exceeded, while the negative torques can be taken over by the friction clutch alone. In this way, in particular, rattling noises on the dog clutch can be avoided.

If the friction clutch at negative torques from 600 Nm to 400 Nm or 500 Nm designed, the claw clutch must take over the remaining negative torques, but rattling noises from the claw clutch can then also be ruled out here, because the flank change of the claw is dampened by the parallel friction clutch.

The momentum start clutch arrangement can advantageously have an actuating device with at least two actuating pistons. Accordingly, the momentum start clutch assembly has wet operation. Since the clutch or clutches of the momentum start clutch arrangement are arranged in the wet area of the torsion damper arrangement, the clutches are also wet-running accordingly.

In principle, all parts of the actuation that follow the pressure chamber are understood to be pistons. An actuating piston can therefore be designed in several parts. However, it is preferably designed in one piece.

In very general terms, the momentum start clutch arrangement comprises at least one clutch, which in principle can be designed to run wet or dry. The use of two pistons results only when using at least two clutches. The design or combination of a friction clutch and a claw clutch is then also a preferred embodiment; for example, a friction clutch and a freewheel or other variations are also conceivable.

A claw element of a claw clutch can advantageously be formed on one of the pistons. Accordingly, one of the clutches is designed as a claw clutch. Due to the design of the claw element on the piston, two functions can be combined in one component, as a result of which a compact design can be implemented.

Furthermore, a friction surface of the friction clutch can be formed on one of the pistons. The other piston is then also formed as part of the clutch, which in turn means that several functions are formed on a single component. As a result, the number of components can already be reduced at these points. This can be done independently of the design of the other piston.

The actuating device can preferably have a single supply line. This is also the case when the momentum start clutch assembly has multiple clutches. These are not to be actuated independently of each other, rather the clutches should transmit the positive torques together in the pulling direction. Accordingly, the actuation, in the case of normally-opened clutches the engagement and in the case of normally-closed clutches the disengagement, takes place according to a predefinable pattern. Accordingly, the pressurized areas of the actuating pistons may have a predetermined ratio that is selected as a function of at least one biasing element. In the case of normally-opened clutches, there can be prestressing elements in order to bring the clutches into a defined initial position. This preload force must be overcome when engaging. This can be designed differently for the individual clutches. By selecting the pressurized surfaces, it is then possible to select entirely defined engagement states, in which the respective other clutch is engaged. For example, the friction clutch may be engaged first. If it is then already transmitting a defined torque in slip mode, the dog clutch is also engaged. This moment can be precisely defined by the selection of the pressurized surfaces. Thus, the dog clutch can be engaged depending on the engaged state of the friction clutch.

When disengaging, in this example, the friction clutch is the one that stays closed longer. This is advantageous because it allows for smooth disengagement.

This always applies when the friction clutch is engaged first, regardless of whether the clutches are designed as normally-opened clutches or normally-closed clutches. With a mixed design of the clutches, the same sequence can be achieved even if one clutch is to be operated to engage and the other to disengage.

The friction surface can advantageously be designed as a friction cone. This piston can preferably be used or arranged on the output side of the friction clutch.

A friction element, which is connected to one or the input hub, can advantageously be arranged on the input side of the friction clutch. In particular, the friction element can be a disk. The friction clutch preferably has a single disk. Then the friction clutch is designed as a type of single-disc friction clutch, the clutch disc being of extremely simple construction.

Advantageously, the friction surface on the piston is cone-shaped. Accordingly, the friction element, in particular the lamella, is then also arranged at an angle.

A part of the housing of the torsional damper arrangement is advantageously a friction surface of the friction clutch. In particular, this part of the housing can be located on the output side of the friction clutch and at the same time belong to the primary side of the torsion damper arrangement.

Advantageously, the actuating device can have a single supply line. This makes it possible for the actuating device to be charged with oil via the transmission input shaft. As a result, complex lines for the oil of the actuating device can be avoided.

Advantageously, the pistons can be mounted on an intermediate wall of the torsion damper arrangement. In a further development, the oil supply can also be formed on this intermediate wall. In contrast to the usual procedure, namely arranging the pressure chamber and the pistons on existing components of the clutch, it is advantageous for a flywheel start clutch arrangement if it has a greater flywheel mass. Accordingly, the additional partition is connected to the torsional damper assembly. On the other hand, connection to the hub or hubs on the input side would only increase the weight of the momentum start clutch assembly. However, the flywheel mass can be increased in this way. A greater rotational energy can be stored at the same speed.

The intermediate wall can preferably be arranged between the primary side and the secondary side. The most space-saving installation is possible at this point.

Advantageously, the bulkhead may be supported on an input hub. The support can be provided by two sealing elements, in particular radial shaft sealing rings or rectangular sealing rings. The oil can then also be fed into the intermediate wall at this point.

The intermediate wall can have at least one passage opening for oil. Then the cooling oil of the clutches can be passed on. The at least one passage opening is preferably arranged radially outside of the clutch or clutches of the momentum start clutch assembly. Then the oil is led to the openings by the prevailing centrifugal forces.

The pistons can be arranged on the same side of the torsion damper arrangement, in particular on the same side of the intermediate wall. The engagement movement can take place towards the housing or towards the interior of the torsion damper arrangement. A movement towards the housing is preferred. This results in an extremely space-saving design.

Alternatively, the pistons can be arranged on different sides of the intermediate wall. With this structure, it is possible to design the input hub in two parts, as a result of which the friction clutch and the claw clutch can be decoupled. This is possible with less effort if both pistons are arranged on the same side.

As described, the intermediate wall is preferably connected to the primary side of the torsion damper assembly. More preferably, the momentum start clutch arrangement is preferably arranged between the primary side and the secondary side of the torsional damper arrangement. The primary side of the torsion damper arrangement can form part of the housing of the torsion damper arrangement.

Advantageously, the actuating device can have a single pressure chamber. As already described, the engagement of the clutches can be designed via the design of the pressurized surfaces. A single pressure chamber is then sufficient, which is why valves for controlling the pressure chambers can be omitted.

Preferably, the torsional damper assembly may have two input hubs. As already described, this allows the clutches to be decoupled.

Advantageously, all of the torque can be transmitted through the flywheel start clutch assembly. Of course, this is only possible if the torsional damper assembly is installed and transmitting torque. Accordingly, the structure is such that the entire torque can be transmitted via the swing start clutch assembly.

Advantageously, the actuation arrangement of the flywheel starting clutch arrangement can form part of the flywheel mass of the torsional damper arrangement. As a result, the rotational energy that can be stored can be increased, as described. This results, for example, when the intermediate wall is connected to the primary side of the torsion damper arrangement and the actuating arrangement is formed in the intermediate wall.

Preferably, the primary side of the torsional damper assembly can be mounted on an input hub of the momentum start clutch assembly. The primary side forms part of the housing of the torsion damper arrangement, which again saves space in the axial direction.

Advantageously, the dog clutch can be designed as a radial dog clutch. This means that the teeth of the dog clutch point in the radial direction.

At least one clutch of the momentum start clutch arrangement can preferably be designed as a normally-open clutch. Both clutches of the momentum start clutch arrangement can preferably be designed as normally-open clutches. This is advantageous when the motor vehicle is started via the electric motor and accordingly the internal combustion engine does not emit any torque when the motor vehicle is started. Then there is also no actuating pressure available to open the clutches. An additional pump device can thus be avoided.

In addition, the invention relates to a motor vehicle with a torsion damper arrangement. The motor vehicle is characterized in that the torsion damper arrangement is designed as described.

• 1 einen Antriebsstrang;
• 2 eine Torsionsdämpferanordnung in einer ersten Ausgestaltung, und
• 3 eine Torsionsdämpferanordnung in einer zweiten Ausgestaltung.

Further advantages, features and details of the invention result from the following description of exemplary embodiments and figures. show it.

• 1 a powertrain;
• 2 a torsional damper assembly in a first embodiment, and
• 3 a torsional damper assembly in a second embodiment.

1 shows a drive train 1 with an internal combustion engine 2, a flywheel starter clutch arrangement 3, a flywheel device 4, a separating clutch 5, an electric motor 6 and a transmission 7. The electric motor 6 can be designed as an individual electric motor or as electric motors connected in series, it is essential here that the electric motor 6 acts on the drive train 1 in front of the transmission 7 .

The flywheel starting clutch arrangement 3 is characterized by its position in front of the flywheel mass device 4 . This is due to the special function of the momentum start clutch arrangement 3, which only serves to accelerate the internal combustion engine 2 and otherwise transmits the torque of the internal combustion engine 2. By providing the momentum start clutch arrangement 3, it is possible to design the electric motor 6 with lower power reserves, which means that it can be manufactured more cheaply. In this case, the flywheel start clutch arrangement 3 separates the internal combustion engine 2 from the rest of the drive train in purely electronic operation, the electric motor 6 therefore also drives the flywheel mass device 4 as an energy store in purely electric motor operation. The additional power that the electric motor 6 has to apply for this in purely electric motor operation is less than the power reserve that would be necessary if the electric motor 6 had to accelerate not only this but also the flywheel device 4 to start the internal combustion engine.

Overall, slightly more power must be provided during operation of the electric motor 6 in order to keep the flywheel device 4 running. For this, however, the electric motor 6 can be designed to be weaker overall, since the energy stored in the flywheel mass device 4 can then be used to start the internal combustion engine 2 .

In particular, the momentum start clutch assembly 3 is not a launch clutch as it is not used to set the motor vehicle in motion. Irrespective of whether the motor vehicle is already in motion or not, the flywheel start clutch arrangement 3 only serves to start the internal combustion engine 2 . It can therefore be designed differently than a starting clutch in terms of its design, for example with regard to the removal of heat. In this respect, the different function is noticeable, for example, in the amount of material in the pressure plate.

2 shows a torsional damper arrangement 8 as a flywheel device 4 .

The flywheel starter clutch arrangement 3 comprises a friction clutch 9 and a claw clutch 10. Due to the structure explained in more detail below, most parts of the flywheel starter clutch arrangement 3 also form part of the flywheel mass device 4. This consists of the torsion damper arrangement 8 and parts of the flywheel starter clutch arrangement 3.

Beginning on the input side of the swing start clutch assembly 3 are in the embodiment shown in FIG 2 two input hubs 12 and 14. The torque can be divided by the input hubs 12 and 14 and the dog clutch 10 can thus be protected from torque changes. The input hubs 12 and 14 can be used as in 2 shown screwed to the crankshaft 16, but they can also be positively connected to the crankshaft via Hirth gearing. Still alternatively, the input hubs 12 and 14 may be connected to the crankshaft via a plate assembly. The crankshaft can be bolted to a first plate and this to a second, which in turn is connected to the two input hubs. This results in an axially elastic connection between the crankshaft and the input hubs 12 and 14.

A disk is connected to the input hub 12 as a friction element 18 . This is attached to a hub shield of the input hub 12 . Accordingly, the input side of the friction clutch 9 comprises the input hub 12 with the hub shield and the lamella 18.

The torsion damper arrangement 8 has an actuating device 19 for actuating the friction clutch 9 and the claw clutch 10 .

In addition to the actuating piston 20 , the output side of the friction clutch 9 also has the housing part 22 as part of the actuating device 19 . The housing part 22 is at the same time the primary part of the torsion damper arrangement 8. Advantageously, the friction surface 24 can be arranged on the housing part 22 in the inclined part, in particular on an offset 26.

To save components, the actuating piston 20 includes a friction cone 28, which is also arranged on the output side. The friction clutch 9 is accordingly designed as a single-plate friction clutch, the clutch disk being designed as a disk and the output-side friction partners being designed on the one hand on the actuating piston 20 and on the other hand on the housing part 22 . Accordingly, the output side of the friction clutch 9 is realized exclusively by components already present on the torsion damper or via the actuation.

The input hub 14 forms the input of the claw clutch 10, with the actuating piston 30 also representing the claw element of the claw clutch 10. The dog clutch 10 is designed as a radial dog clutch, which is why the teeth 32 and 34 are formed in the radial direction. The mating toothings 36 and 38 are located on the one hand on the input hub 14 and on the output hub on the intermediate wall 40. The intermediate wall 40 supports the actuating pistons 20 and 30 and is connected to the housing part 22.

In addition, part of the feed line 42 leads through the intermediate wall 40, with both pistons 20 and 30 being actuatable through the single feed line 42. The pressure-loaded surfaces 44 and 46 are selected as a function of the pretensioning elements 48 and 50, so that the engagement of the claw clutch 10 can take place, for example, when the friction clutch 9 is in a defined state of engagement. In return, the actuating surface 44 of the friction clutch 9 is larger and, for example, the force of the prestressing element 48 is smaller, so that the friction clutch 9 is engaged first. Only when the friction clutch 9 is in a defined engaged state is the force of the pretensioning element 50 overcome, so that the claw clutch 10 is also engaged. The prestressing elements 48 and 50 are preferably designed as tension springs, so that the friction clutch 9 and the claw clutch 10 are designed as normally-open clutches.

In the embodiment shown, the intermediate wall 40 and the actuating pistons 20 and 30 form part of the flywheel device 4. They therefore belong to the rotational energy-storing mass, which is kept rotating by the electric motor 6 while the internal combustion engine is decoupled.

Only the input hubs 12 and 14 and the friction element 18 are connected to the crankshaft 16 and thus to the internal combustion engine 2 . Only these parts are therefore not part of the flywheel device 4.

On the secondary side, the torsional damper arrangement 8 has a secondary element 52 which also forms the output of the torsional damper arrangement 8 . This is enclosed by the housing part 54 which is connected to the housing part 22 . The housing part 22 is supported on the input hub 12 by means of a bearing 56 . Additional thrust bearings 58 separate bulkhead 40 from input hubs 12 and 14.

The housing parts 22 and 54 enclose a wet space, with the torsion damper arrangement 8 and the friction clutch 9 and the claw clutch 10 being designed to run wet.

A centrifugal pendulum is arranged at the output of the torsion damper arrangement 8 . A second torsion damper arrangement also follows in front of the separating clutch 5. These are shown in the diagram below 1 So arranged between the flywheel device 4 and the separating clutch 5.

3 shows a further embodiment of the torsion damper assembly 8. In contrast to 2 the actuating pistons 20 and 30 are arranged on the same side of the intermediate wall 40, which is why only a single input hub 16 is present. However, the intermediate wall 40 is still connected to the housing part 22 and thus to the primary side, and a part of the friction clutch 9 is also connected by the housing part 22 and by the actuating piston 20 as already 2 described formed.

Apart from the equilateral arrangement of the actuating pistons 20 and 30 and the reduction in the number of input hubs, the statements can otherwise 2 on 3 be transmitted. The same reference symbols denote the same components in terms of function.

Reference List

1

powertrain

2

combustion engine

3

fly start clutch assembly

4

flywheel device

5

disconnect clutch

6

electric motor

7

transmission

8th

torsional damper arrangement

9

friction clutch

10

claw clutch

12

input hub

14

input hub

16

crankshaft

18

friction element

19

actuating device

20

actuating piston

22

housing part

24

friction surface

26

offset

28

friction cone

30

actuating piston

32

gearing

34

gearing

36

counter teeth

38

counter teeth

40

partition

42

supply line

44

Surface

46

Surface

48

biasing element

50

biasing element

52

secondary element

54

housing part

56

warehouse

58

thrust bearing

60

input hub

Claims (24)

Swing start clutch arrangement (3) for a motor vehicle with at least one claw clutch (10), the claw clutch (10) being actuatable with an actuating piston (30), characterized in that the actuating piston (30) is designed as a claw element of the claw clutch (10). Flywheel start clutch assembly claim 1 , characterized in that the momentum start clutch arrangement (3) has a friction clutch (9) and a dog clutch (10). Flywheel start clutch assembly claim 2 , characterized in that the friction clutch (9) can be actuated with an actuating piston (20) and a friction surface, in particular a friction cone (28), is formed on the actuating piston (20) of the friction clutch. Momentum start clutch arrangement according to one of the preceding claims, characterized in that the momentum start clutch arrangement (3) has an actuating device (19) with at least two actuating pistons (20, 30). Flywheel start clutch assembly claim 4 , characterized in that the actuating pistons (20, 30) are each sealed with two sealing rings. Flywheel start clutch assembly according to one of Claims 4 or 5 , characterized in that the actuating device has a single supply line (42). Flywheel start clutch assembly according to one of Claims 4 until 6 , characterized in that the pistons (20, 30) are mounted on an intermediate wall (40) in a torsion damper arrangement (8). Flywheel start clutch assembly according to one of Claims 4 until 7 , characterized in that the pistons (20, 30) are arranged on the same side of a torsion damper arrangement (8), in particular on the same side of the intermediate wall (40). Flywheel start clutch assembly according to one of Claims 4 until 7 , characterized in that the pistons (20, 30) are arranged on opposite sides of a partition (40). Flywheel start clutch assembly according to one of Claims 7 until 9 , characterized in that the intermediate wall (40) is connected to the primary side of a torsional damper arrangement (8). Flywheel start clutch assembly according to one of Claims 4 until 10 , characterized in that the pressurized areas (44, 46) of the pistons (20, 30) have a predetermined ratio, which are selected in dependence on at least one biasing element (48, 50). Flywheel start clutch assembly according to one of Claims 4 until 11 , characterized in that the actuating device (19) has a single pressure chamber (42). Flywheel start clutch arrangement according to one of the preceding claims, characterized in that the flywheel start clutch arrangement (3) is arranged within a flywheel mass device, in particular a torsion damper arrangement (8). Flywheel start clutch assembly Claim 13 , characterized in that a part of the housing (22) of the torsion damper arrangement (8) is a friction surface (24) of a friction clutch (9) of the momentum start clutch arrangement (3). Flywheel start clutch assembly according to one of Claims 13 or 14 , characterized in that the actuating device (19) of the flywheel starting clutch arrangement (3) forms part of the flywheel mass of the torsion damper arrangement (8). Inertia starter clutch assembly according to one of Claims 13 until 15 , characterized in that the momentum start clutch arrangement is arranged within the housing (22, 54) of the torsion damper arrangement (8). Flywheel start clutch assembly according to one of Claims 13 until 16 , characterized in that the torsional damper arrangement (8) encloses a wet space. A starter clutch assembly according to any one of the preceding claims, characterized in that the starter clutch assembly (3) has two input hubs (12, 14). Flywheel start clutch assembly according to one of Claims 1 until 17 , characterized in that the momentum start clutch arrangement (3) has exactly one input hub (60). Inertia starter clutch arrangement according to one of the preceding claims, characterized in that the entire torque can be transmitted via the inertia starter clutch arrangement (3). Momentum start clutch arrangement according to one of the preceding claims, characterized in that a friction element (18) of a friction clutch (9) of the momentum start clutch arrangement (3) is non-rotatably connected to an input hub (12, 14, 60). Flywheel start clutch assembly Claim 21 , characterized in that the friction element (18) is designed as a friction plate. Torsion damper arrangement with a momentum start clutch arrangement (3), characterized in that the momentum start clutch arrangement (3) is designed according to one of the preceding claims. Motor vehicle with a torsion damper arrangement (8), characterized in that the torsion damper arrangement (8) according to Claim 23 is trained.

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