DE102019130417A1 - Coupling device - Google Patents

Abstract

Coupling device (1) for the switchable connection of a drive shaft (2) to an output shaft (3), at least comprising a friction clutch (4) and an actuating device (5) for closing the friction clutch (4), the friction clutch (4) having at least one counter plate ( 6), a pressure plate (8) which can be displaced with respect to the counter plate (6) along a common axis of rotation (7) and at least one clutch disc (9) arranged between the counter plate (6) and the pressure plate (8), the actuating device (5) a hysteresis brake with a first part (10) and a second part (11) rotatable relative to the first part (10) about the axis of rotation (7), with a speed difference between the drive shaft (2) and the output shaft (3) and a When the hysteresis brake is energized, the pressure plate (8) can be displaced towards the counter plate (6) and the friction clutch (4) can be closed.

Description

The invention relates to a clutch device, at least comprising a friction clutch and an actuating device for closing the friction clutch. The coupling device is preferably arranged between two drive units of a motor vehicle and forms a so-called KO coupling. In particular, the motor vehicle is a hybrid vehicle, the two drive units comprising an internal combustion engine and an electrical machine, which can be connected to one another and / or to at least one axle or one wheel of the motor vehicle via the coupling device.

So-called KO clutches are z. B. designed as dry or wet multi-plate clutches. Various actuating devices are known, e.g. B. hydraulic actuation device or ramp systems or actuators.

The known coupling devices for coupling and uncoupling an internal combustion engine to an electrical machine or to the drive train are technically very complex and therefore costly. Furthermore, the actuating device is often arranged at least partially outside the coupling device or a housing of the coupling device, so that a large amount of installation space is required.

From the DE 10 2012 222 110 A1 a clutch device is known which has a friction clutch and an eddy current brake as an actuating device. A planetary gear can be driven via the eddy current brake and interacts with a ramp system as a step-up device, so that the friction clutch can be actuated via the step-up device.

From the DE 10 2014 221 197 A1 and the DE 10 2015 214 935 A1 a coupling device is known in each case, in which the actuating device also comprises a planetary gear and a ramp system.

From the DE 10 2016 219 226 A1 a method for actuating a magnetic clutch and a friction clutch are known.

Proceeding from this, the present invention is based on the object of at least partially alleviating the problems outlined at the beginning. In particular, a coupling device is to be proposed which can be produced at low cost, which has compact dimensions and an actuating device which is integrated into the coupling device and can be actuated as electrically as possible, which enables a controllable and precisely adjustable coupling torque, low actuation energy (e.g. through an integrated Reinforcement mechanism), preferably has an energy-free state in the open state of the friction clutch and does not cause any drag torque in the open state of the friction clutch.

This object is achieved with a coupling device according to the features of independent claim 1. Further advantageous embodiments of the invention are specified in the dependent claims. The features listed individually in the dependently formulated claims can be combined with one another in a technologically meaningful manner and can define further embodiments of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, with further preferred embodiments of the invention being presented.

A coupling device for the switchable connection of a drive shaft to an output shaft is proposed. The clutch device comprises at least one friction clutch and an actuating device for closing the friction clutch. The coupling device is preferably arranged between two drive units of a motor vehicle and can be connected to these in a torque-transmitting manner via the drive shaft or the output shaft. The coupling device forms a so-called K0 coupling.

The friction clutch has at least one counter plate, a pressure plate that can be displaced with respect to the counter plate along a common axis of rotation, and at least one clutch disc arranged between the counter plate and the pressure plate. The actuating device is a hysteresis brake which has a first part and a second part that can be rotated relative to the first part about the axis of rotation. In the event of a speed difference between the drive shaft and the output shaft and an energization of the hysteresis brake, the pressure plate can be displaced towards the counter plate and the friction clutch can be closed.

In particular, z. B. a first part of the hysteresis brake is connected to the drive shaft. In particular, a second part of the hysteresis brake is connected to the friction clutch in such a way that when the hysteresis brake is energized, the second part is coupled to the first part by the magnetic forces of the hysteresis brake and a torque is transmitted when a speed difference occurs between the two parts.

In particular, a friction clutch is combined here with a hysteresis brake. The friction clutch can use the hysteresis brake be operated. The friction clutch is switched into a closed state, in which the drive shaft and output shaft are connected to one another in a rotationally fixed manner, as soon as the hysteresis brake is charged with electrical energy and there is a speed difference between the drive shaft and output shaft.

The friction clutch can in particular be adjusted between two states, preferably continuously. In an open state, at least the counter plate and pressure plate components are arranged such that they can rotate relative to the clutch disc. In a closed state, the counter plate and pressure plate components are connected to the clutch disc in a rotationally fixed manner, e.g. B. non-positive.

In particular, the counter plate and pressure plate are connected to the output shaft in a rotationally fixed manner and the clutch disc to the drive shaft in a rotationally fixed manner.

In particular, one part of the hysteresis brake is designed as a rotor and consists at least partially of permanent magnetic material. In particular, the rotor is disc-shaped and preferably pot-shaped. In particular, the other part of the hysteresis brake is designed as a stator. The stator includes in particular, for. B. a pole structure and at least one excitation coil, the z. B. can be supplied with electrical energy via a first contact.

When the excitation coil is excited, a current-dependent magnetic field is created in the air gap between the stator and rotor. The rotor arranged in the air gap is magnetized as a result. The magnetic hysteresis of the rotor or rotor material causes the rotor to resist a relative rotational movement with respect to the stator, so that a torque is transmitted between the parts due to the speed difference between rotor and stator and due to the energization of the stator.

It should be noted that hysteresis brakes are generally known in terms of their structure and function.

In particular, one of the parts of the hysteresis brake has a first contact for the inductive transmission of electrical energy from a voltage source. The voltage source is arranged in particular outside the coupling device or a housing of the coupling device. Electrical energy can be transferred to one of the parts without contact via the first contact. Contactless energy transfer is particularly necessary because both parts of the hysteresis brake, i.e. rotor and stator, rotate when the coupling device is in operation, e.g. B. with respect to the voltage source or with respect to a housing of the coupling device. In particular, a second contact is provided for this, which is arranged in a stationary manner on the coupling device, the first contact being arranged so as to be rotatable relative to the second contact.

In particular, the hysteresis brake generates a first rotational movement for actuating the friction clutch, which can be converted into a translational movement for displacing the pressure plate via a transmission device of the clutch device. The first rotary movement takes place in particular about an axis which is arranged parallel to the axis of rotation. The translational movement is aligned in particular parallel to the axis of rotation.

In particular, the transmission device comprises a ramp system with a first ramp part, a second ramp part and rolling elements arranged between them, a relative second rotational movement of the ramp parts to one another causing the translational movement of at least one of the ramp parts along the axis of rotation. Ramp systems are basically known, e.g. B. from the documents of the prior art mentioned at the beginning.

In particular, the second rotational movement of the ramp parts is caused by the first rotational movement of the hysteresis brake.

In particular, a gear is arranged between the hysteresis brake and the transmission device, via which the first rotational movement of the hysteresis brake can be converted into the relative second rotational movement.

In particular, the transmission comprises a gear stage with a first gear and a second gear, the first gear interacting with the hysteresis brake and the second gear with the transmission device. In particular, the first gear is connected to part of the hysteresis brake via a tooth system. In particular, the second gear is connected to a ramp part of the ramp system via a tooth system. The gears are non-rotatably with each other z. B. connected via an axis. A translation can be implemented via the differently designed gears. In particular, a first rotary movement of the hysteresis brake that extends over a larger angle of rotation is translated via the transmission into a second rotary movement of the transmission device that extends over a smaller angle of rotation.

In particular, the friction clutch is a multi-disc clutch with a first group of outer discs and a second group of inner discs, one of the groups forming the clutch disc.

The friction clutch comprises, as a multi-disc clutch, at least one counter plate, a pressure plate, a disc of a first group and two discs of a second group, which are used as clutch disks. It is then z. B. arranged a clutch disc between the counter plate and the plate of the first group and the other clutch plate between the plate of the first group and pressure plate. If necessary, further disks of the first group and further disks of the second group are provided as clutch disks. The disks of the second group are designed as clutch disks and in particular as inner disks and the disks of the first group are then designed as outer disks (or vice versa). The outer disks engage positively with respect to a circumferential direction in an outer disk carrier and are displaceable with respect to this along the axis of rotation. The inner disks engage positively with respect to the circumferential direction in an inner disk carrier and are displaceable with respect to this along the axis of rotation.

In particular, the outer lamellae are non-rotatably connected to the output shaft and the inner lamellae are non-rotatably connected to the drive shaft.

In particular, the stator, so z. B. a first part, the hysteresis brake rotatably connected to the drive shaft. In particular, the rotor, so z. B. a second part, the hysteresis brake rotatably mounted relative to the output shaft. When the friction clutch is open, the rotor can rotate together with the output shaft. If the hysteresis brake is energized during a speed difference between the drive shaft and the output shaft, a torque is generated between the stator and rotor and, if necessary, amplified via the gear unit. The possibly increased torque generates the second rotary movement in the transmission device and is converted into a translational movement there. As a result of the translational movement, the pressure plate of the friction clutch is moved towards the counter-plate and the clutch disc arranged between them is successively clamped.

If the friction clutch is in a closed state, the drive shaft and output shaft are connected to one another in a rotationally fixed manner.

A drive train for a motor vehicle is also proposed, at least comprising a first drive unit and a second drive unit, which can be connected to one another in a switchable manner via the described coupling device.

In particular, the first drive unit is an internal combustion engine which is connected to the coupling device via a drive shaft, the second drive unit being an electrical machine which is connected to the coupling device via an output shaft.

In particular, the first part of the hysteresis brake is a stator that is non-rotatably connected to the drive shaft.

The statements relating to the drive train can in particular be transferred to the clutch device and vice versa.

The use of indefinite articles (one, one, one and one), in particular in the patent claims and the description reproducing them, is to be understood as such and not as a numerical word. The terms or components introduced in this way are therefore to be understood in such a way that they are present at least once and, in particular, can also be present several times.

As a precaution, it should be noted that the numerals used here (first, second,) primarily (only) serve to differentiate between several similar objects, sizes or processes, i.e. in particular do not necessarily specify any dependency and / or order of these objects, sizes or processes on one another. Should a dependency and / or sequence be required, this is explicitly stated here or it is obvious to a person skilled in the art when studying the specifically described embodiment. If a component can occur several times (at least one), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.

• 1: einen Antriebsstrang eines Kraftfahrzeuges; und
• 2: eine Kupplungseinrichtung in einer Seitenansicht im Schnitt.

The invention and the technical environment are explained in more detail below with reference to the accompanying figures. It should be pointed out that the invention is not intended to be restricted by the exemplary embodiments cited. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description. In particular, it should be pointed out that the figures and in particular the size relationships shown are only schematic. Show it:

• 1 : a drive train of a motor vehicle; and
• 2 : a coupling device in a side view in section.

1 shows a powertrain 27 of a motor vehicle. The powertrain 27 comprises a first drive unit 25th and a second drive unit 26th that have a coupling device 1 are switchably connectable to one another. The first drive unit 25th is an internal combustion engine that has a dual mass flywheel 29 and a drive shaft 2 with the coupling device 1 is connected, the second drive unit 26th is an electrical machine that has an output shaft 3rd with the coupling device 1 connected is. The electric machine and the output shaft 3rd are via a manual transmission 30th with a wheel 31 connected. The coupling device 1 forms a so-called KO coupling.

2 shows a coupling device 1 in a side view in section. The coupling device 1 includes a friction clutch 4th and an actuator 5 to close the friction clutch 4th .

The friction clutch 4th is designed as a multi-plate clutch and has a counter plate 6th , one opposite the counter plate 6th along a common axis of rotation 7th movable pressure plate 8th as well as a plurality of, designed as inner lamellae and between the counter plate 6th and the pressure plate 8th arranged, clutch disks 9 on. The actuator 5 is a hysteresis brake that is a first part 10 and one relative to the first part 10 around the axis of rotation 7th twistable second part 11 having. If there is a speed difference between the drive shaft 2 and the output shaft 3rd and an energization of the hysteresis brake is the pressure plate 8th towards the counter plate 6th displaceable and the friction clutch 4th lockable. Counter plate 6th and pressure plate 8th are non-rotatably with the output shaft 3rd and the clutch plates 9 non-rotatably with the drive shaft 2 connected.

A first part 10 the hysteresis brake is with the drive shaft 2 connected. A second part 11 the hysteresis brake is so with the friction clutch 4th connected that when the hysteresis brake is energized, the second part 11 with the first part 10 is coupled by the magnetic forces of the hysteresis brake and when a speed difference occurs between the two parts 10 , 11 a torque (a braking torque) is transmitted.

The second part 11 the hysteresis brake is designed as a rotor and consists at least partially of permanent magnetic material. The rotor is cup-shaped. The first part 10 the hysteresis brake is designed as a stator. The stator comprises a pole structure and at least one excitation coil, which has a first contact 12th can be supplied with electrical energy.

When the excitation coil is excited, a current-dependent magnetic field is created in the air gap 32 between stator and rotor. The one in the air gap 32 arranged rotor is thereby magnetized.

The first part 10 the hysteresis brake has the first contact 12th on for the inductive transmission of electrical energy from a voltage source 13th . The voltage source 13th is outside the coupling device 1 or a housing of the coupling device 1 arranged. About the first contact 12th electrical energy can be applied to the first part without contact 10 be transmitted. A contactless energy transfer is necessary because both parts 10 , 11 the hysteresis brake, i.e. rotor and stator, are in operation of the coupling device 1 turn, e.g. B. opposite the voltage source 13th or with respect to a housing of the coupling device 1 . There is a second contact for this 33 provided, the stationary on the coupling device 1 is arranged, the first contact 12th compared to the second contact 33 is rotatably arranged.

The hysteresis brake generates the actuation of the friction clutch 4th a first turning movement 14th that has a translation facility 15th the coupling device 1 in a translational movement to move the pressure plate 8th is convertible. The first turning movement 14th takes place around an axis that is parallel to the axis of rotation 7th is arranged. The translational movement is parallel to the axis of rotation 7th aligned.

The translation facility 15th comprises a ramp system with a first ramp part 16 , a second part of the ramp 17th and rolling elements arranged therebetween 18th , with a relative second rotational movement 19th the ramp parts 16 , 17th to each other the translational movement of the second ramp part 17th along the axis of rotation 7th conditionally. The second twist 19th the ramp parts 16 , 17th is made by the first turning movement 14th caused by the hysteresis brake.

Between the hysteresis brake and the transmission device 15th is a gear 20th arranged over which the first rotary movement 14th the hysteresis brake into the relative second rotary movement 19th is translatable.

The gear 20th comprises a gear stage with a first gear 21st and a second gear 22nd , being the first gear 21st with the hysteresis brake and the second gear 22nd with the translation facility 15th cooperates. The first gear 21st is about a toothing with a second part 11 connected to the hysteresis brake. The second gear 22nd is via a toothing with the first ramp part 16 of the ramp system. The gears 21st , 22nd are non-rotatably connected to one another via an axle. About the differently designed gears 21st , 22nd a translation is carried out.

The friction clutch 4th is a multi-disc clutch with a first group of outer discs 23 and a second group of inner lamellas 24 , the second group being the clutch disc 9 forms. The outer lamellas are non-rotatably with the output shaft 3rd and the inner lamellae rotatably with the drive shaft 2 connected.

The stator, the first part 11 the hysteresis brake is with the drive shaft 2 non-rotatably connected. The rotor, so the second part 12th the hysteresis brake is opposite the output shaft 3rd about the first camp 34 rotatably mounted. A cutting disc 35 between the hysteresis brake and the transmission device 15th is arranged, carries the first bearing 34 and is even about a second camp 36 opposite the drive shaft 2 rotatably mounted and at the same time non-rotatable with the outer plate carrier of the friction clutch 4th non-rotatably connected. The cutting disc 35 carries the axis of the gearbox 20th . The gears 21st , 22nd are opposite the cutting disc 35 rotatably arranged. The first part of the ramp 16 is about a roller bearing 37 opposite the cutting disc 35 stored. The second part of the ramp 17th is about a z-shaped disc 38 here as a pressure plate 8th serves, opposite the friction clutch 4th spaced apart. The ramp system is via a third warehouse 39 opposite the drive shaft 2 rotatably mounted. In the open state of the friction clutch 4th can the rotor with the output shaft 3rd rotate together. Takes place during a speed difference between the drive shaft 2 and output shaft 3rd If the hysteresis brake is energized, a torque is generated between the stator and rotor and via the gearbox 20th reinforced. The increased torque generates the second rotary movement 19th in the translation facility 15th and is converted into a translatory movement there. As a result of the translational movement, the pressure plate 8th the friction clutch 4th towards the counter plate 6th moves and the clutch disc arranged between them 9 successively jammed.

The friction clutch is located 4th drive shafts are in a closed state 2 and output shaft 3rd non-rotatably connected to each other.

List of reference symbols

1

Coupling device

2

drive shaft

3

Output shaft

4th

Friction clutch

5

Actuator

6th

Counter plate

7th

Axis of rotation

8th

Pressure plate

9

Clutch disc

10

first part

11

second part

12th

first contact

13th

Voltage source

14th

first turning movement

15th

Translation facility

16

first ramp part

17th

second ramp part

18th

Rolling body

19th

second turning movement

20th

transmission

21st

first gear

22nd

second gear

23

outer lamella

24

inner lamella

25th

first drive unit

26th

second drive unit

27

Powertrain

28

Circumferential direction

29

Dual mass flywheel

30th

Manual transmission

31

wheel

32

Air gap

33

second contact

34

first camp

35

Cutting disc

36

second camp

37

Roller bearings

38

z-shaped disc

39

third camp

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102012222110 A1 [0004]
• DE 102014221197 A1 [0005]
• DE 102015214935 A1 [0005]
• DE 102016219226 A1 [0006]

Claims (10)

Coupling device (1) for the switchable connection of a drive shaft (2) to an output shaft (3), at least comprising a friction clutch (4) and an actuating device (5) for closing the friction clutch (4), the friction clutch (4) having at least one counter plate ( 6), a pressure plate (8) which can be displaced with respect to the counter plate (6) along a common axis of rotation (7) and at least one clutch disc (9) arranged between the counter plate (6) and the pressure plate (8), the actuating device (5) has a hysteresis brake with a first part (10) and a second part (11) rotatable relative to the first part (10) about the axis of rotation (7), with a speed difference between the drive shaft (2) and the output shaft (3) and a When the hysteresis brake is energized, the pressure plate (8) can be displaced towards the counter plate (6) and the friction clutch (4) can be closed. Coupling device (1) according to Claim 1 , wherein one of the parts (10, 11) of the hysteresis brake has a first contact (12) for the inductive transmission of electrical energy from a voltage source (13). Coupling device (1) according to one of the preceding claims, wherein the hysteresis brake for actuating the friction clutch (4) generates a first rotary movement (14) which, via a transmission device (15) of the coupling device (1), is converted into a translational movement (15) for displacing the Pressure plate (8) is convertible. Coupling device (1) according to Claim 3 , wherein the translation device (15) comprises a ramp system with a first ramp part (16), a second ramp part (17) and rolling elements (18) arranged between them, a relative second rotational movement (19) of the ramp parts (16, 17) to one another being the translational Movement (15) of at least one of the ramp parts (16, 17) along the axis of rotation (7). Coupling device (1) according to one of the preceding Claims 3 and 4th wherein a gear (20) is arranged between the hysteresis brake and the transmission device (15), via which the first rotary movement (14) of the hysteresis brake can be translated into the relative second rotary movement (19). Coupling device (1) according to Claim 5 , wherein the gear (20) comprises a gear stage with a first gear (21) and a second gear (21), the first gear (21) cooperating with the hysteresis brake and the second gear (22) with the transmission device (15). Clutch device (1) according to one of the preceding claims, wherein the friction clutch (4) is a multi-disc clutch with a first group of outer discs (23) and a second group of inner discs (24), one of the groups forming the clutch disc (9) . Drive train (27) for a motor vehicle, at least comprising a first drive unit (25) and a second drive unit (26), which can be connected to one another in a switchable manner via the coupling device (1) according to one of the preceding claims. Drive train (27) after Claim 8 , wherein the first drive unit (25) is an internal combustion engine which is connected to the coupling device (1) via a drive shaft (2), the second drive unit (26) being an electrical machine which is connected to the coupling device via an output shaft (3) (1) is connected. Drive train (27) after Claim 9 , wherein the first part (10) of the hysteresis brake is a stator which is rotatably connected to the drive shaft (2).

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