DE102019131656A1 - Hub sub-assembly for a friction clutch - Google Patents

Abstract

Hub part arrangement (1) for a friction clutch (2), at least comprising a hub part (3) and a flange part (4) with a common axis of rotation (5); wherein the hub part (3) has an inner circumferential surface (6) designed to be suitable for connection to a shaft and, on an outer circumferential surface (7), a first connection surface (9) for the flange part (4) pointing outward in a radial direction (8), the first connecting surface (9) being non-circular along a circumferential direction (10) so that with a second connecting surface (11) on the flange part (4), which is at least partially designed as a counterpart to the first connecting surface (9), a form-fitting opposite to the circumferential direction (10) formed connection between the hub part (3) and flange part (4) is formed.

Description

The invention relates to a hub assembly for a friction clutch. The friction clutch is designed to be particularly suitable for a drive train of a motor vehicle. The friction clutch has, in particular, an engine-side input part which is arranged to be rotatable about an axis of rotation and a transmission-side output part which can be frictionally connected to this by means of friction partners to form a frictional connection. The friction partners are designed such that they can be braced against one another in an axial direction by means of at least one actuating device controlled by centrifugal force.

Generic friction clutches are known as so-called centrifugal clutches or also as semi-automatic friction clutches, which are opened when the centrifugal force of the friction clutch rotating around the axis of rotation is low, for example at idle speed of an engine of the drive train, and close with increasing speed and thus increasing centrifugal force. Such friction clutches are known, for example, from two-wheelers.

From the WO 2017/157385 A1 a friction clutch is known with which, in particular, starting the motor vehicle, for example starting two-wheelers, is possible at high speed, whereby when the motor vehicle is moving, centrifugal force-related disengagement is shifted to lower speeds and thus driving with the clutch engaged is possible, for example, in partial load operation at lower speeds is.

For this purpose, a drive-side actuation device is provided between the input part and the friction partners, and an output-side actuation device is also provided between the output part and the friction partners. Both actuating devices apply an axial force to the friction partners in order to form a frictional connection as a function of centrifugal force. This means that with increasing speed of the input part and with increasing speed of the output part, i.e. when the motor vehicle is moving, the friction clutch is dependent on centrifugal force, i.e. depending on the speeds on the drive side of a drive (e.g. an internal combustion engine or an electrical machine, etc.) and on the output side z. B. a transmission (and / or returning one or more drive wheels), is closed or remains closed. The friction clutch can be opened again, for example, at idling speed and when the motor vehicle is essentially stationary.

When the motor vehicle is at a standstill, the friction clutch can therefore only be closed at comparatively high speeds and thus with sufficient power for a quick start-up process. Due to the additional loading of the friction partners when the motor vehicle is moving by means of the output-side actuating device, the friction clutch remains closed up to speeds below the clutch speed during the start-up process or at least transmits torque in slip mode.

The WO 2017/157385 A1 a parallel or serial arrangement of the actuating devices is proposed. This means that the actuating devices transmit an axial force to the friction partners separately from one another (in parallel) or that an axial force of at least one actuating device is transmitted to the friction partner via the other actuating device (in series), the friction partners being contacted by a single actuating element that runs along the axial direction to actuate the friction partner is shifted. This single actuator rotates at a speed of the input side or the output side. Therefore, at least this actuating element is to be decoupled from at least one of the actuating devices so that frictional contact between components rotating at different speeds is avoided here. An axial bearing is regularly used for decoupling.

The hub part of the known friction clutches has always been made in several parts, the parts being caulked or riveted together. The hub parts produced in this way require a large amount of space.

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 sub-hub arrangement for a friction clutch is to be proposed which can be manufactured inexpensively in terms of manufacturing technology and is designed to be compact.

This object is achieved with a hub sub-assembly 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 sub-hub arrangement for a friction clutch is proposed, in particular for a semi-automatic friction clutch, preferably a friction clutch that is used in a motor vehicle or in a motorcycle.

The hub part arrangement comprises at least one hub part and one flange part with a common axis of rotation. The hub part has an inner circumferential surface which is suitably designed for a connection to a shaft and, on an outer circumferential surface, a first connection surface for the flange part which points outward in a radial direction. The first connection surface is non-circular along a circumferential direction, so that with a second connection surface on the flange part that is at least partially designed as a counterpart to the first connection surface, a connection between the hub part and the flange part is formed in a form-fitting manner relative to the circumferential direction.

In particular, a positive connection between the hub part and the flange part is proposed so that a torque acting during operation of the friction clutch can be transmitted via the positive connection acting in relation to the circumferential direction.

The shaft that can be connected to the hub part via the inner circumferential surface is in particular a transmission input shaft. In particular, the shaft is axially fixedly connected to the hub part via a central nut. The shaft is non-rotatably connected to the hub part via the inner circumferential surface. By tightening the central nut and the contacting of the flange part by the central nut, the torque to be transmitted during operation of the friction clutch can be transmitted via the central nut to the shaft and vice versa. In this way, the positive connection between the hub part and the flange part can be relieved in particular.

The installation space within the friction clutch gained by the design of the hub subassembly proposed here can be used for other components (e.g. for larger centrifugal masses) or the friction clutch can be made more compact, in particular in relation to the axial direction.

In particular, the second connection surface is designed as a counterpart to the first connection surface along its extension in a circumferential direction. In particular, a fit of the connecting surfaces to one another along the circumferential surface is thus designed to be essentially constant.

In particular, starting from the second connecting surface, the flange part extends outward in the radial direction to an outer circumferential surface on which a third connecting surface for at least one clutch plate is arranged. The third connection surface has at least one connection, which is formed in a form-fitting manner with respect to the circumferential direction, for connecting the at least one clutch plate. The flange part forms, in particular, an inner disk carrier of a disk clutch which has a positive connection with respect to a circumferential direction (or a plurality of positive connections along the circumferential direction) for at least one clutch disk.

In particular, the first connection surface and the second connection surface extend exclusively parallel to the axis of rotation.

In particular, the third connection surface extends exclusively parallel to the axis of rotation.

In particular, at least one of the first connection surface and the second connection surface has a plurality of straight sections along the circumferential direction, which run at an angle to one another. In particular, corners or edges are arranged between the straight sections. In particular, the corners or edges have a radius of at most 5 millimeters, preferably of at most 2 millimeters.

In particular, the at least one connection surface (that is to say the first connection surface or the second connection surface) forms a polygon. In particular, the at least one connecting surface z. B. a square (e.g. a square), a pentagon (a pentagon), a hexagon (a hexagon) or a polygon with more than six edges or corners.

A hub part is also proposed for the hub part arrangement described. The hub part has an inner circumferential surface which is suitably designed for a connection to a shaft and, on an outer circumferential surface, a first connection surface for a flange part, pointing outward in a radial direction. The first connection surface is designed to be non-circular along a circumferential direction.

The statements on the hub part arrangement apply in particular in the same way to the hub part and vice versa.

A flange part is also proposed for the hub part arrangement described. The flange part has on an inner circumferential surface a second connection surface for a hub part (or for the described hub part) pointing inward in a radial direction, the second connection surface being non-circular along a circumferential direction.

The statements on the hub part arrangement apply in particular in the same way to the flange part and vice versa.

Furthermore, a friction clutch for a drive train of a motor vehicle is proposed with a drive-side input part arranged so as to be rotatable about an axis of rotation and an output-side output part. The input part and output part can be frictionally connected to one another via friction partners that can be frictionally connected to one another, at least comprising at least one first friction element (preferably a plurality of first friction elements) connected to the input part in a rotationally fixed manner and at least one second friction element (preferably a plurality of second friction elements) connected to the output part in a rotationally fixed manner. The friction partners are designed to be braced against one another in an axial direction via at least one centrifugal force-controlled actuation device. The friction clutch has the hub sub-assembly described for connecting the friction clutch to a shaft.

In particular, a hub part (for example the hub part described) of the hub part arrangement has a toothing (in particular a spline) as an inner circumferential surface designed to be suitable for a connection to a shaft.

In particular, a flange part (e.g. the flange part described) of the hub part arrangement extends from a second connection surface in the radial direction outward to an outer circumferential surface on which a third connection surface for at least one, as the first friction element or the second friction element trained, clutch plate is arranged. The third connection surface has at least one connection, which is formed in a form-fitting manner with respect to the circumferential direction, for connecting the at least one clutch plate.

The friction clutch is in particular a semi-automatic friction clutch or a centrifugal clutch. The friction clutch is used in particular in a motorcycle.

In particular, a torque can be introduced into the friction clutch both from the output part and from the input part and transmitted via the friction partner to the other of the input part and output part.

With regard to the structure of a friction clutch, z. B. to the one mentioned above WO 2017/157385 A1 referenced. The friction clutch shown there has two actuation devices in which the drive-side (first) actuation device is decoupled from the friction partners via an axial bearing, with both actuation devices contacting the friction partners via a second friction element (connected to the output part in a rotationally fixed manner).

In particular, actuates an actuator which z. B. comprises at least one disk part and a centrifugal mass and a further component with ramps that can be displaced along the axial direction, the respective friction element via an actuating element.

In particular, each actuating device has in each case an actuating element which, independently of the actuating element of the respective other actuating device, makes contact with at least one friction element.

In particular, a displacement of the at least one first or second centrifugal mass in each case outward in the radial direction leads to actuation of the friction partners. A shift back in the radial direction inwards leads to a loosening of the frictional connection of the friction partners.

In particular, the input side is connected to a drive shaft of a drive unit (e.g. an internal combustion engine, an electrical machine, etc.) or to a transmission input shaft in a torque-transmitting manner. The output side is connected to the other of the transmission input shaft and drive shaft.

In particular, the hub part or the hub part arrangement forms the output side of the friction clutch.

In particular, a torque from a drive unit to a transmission, that is to say from a drive shaft to a transmission input shaft, can be transmitted in a switchable manner via the friction clutch designed as a centrifugal clutch.

The friction clutch is designed in particular in the manner of a multi-plate clutch. The output side or the flange part is designed in particular as an inner disk carrier with inner disks (second friction elements) connected in a form-fitting manner opposite the circumferential direction and the input side as an outer disk carrier with outer disks (first friction elements). Inner disks and outer disks form a plurality of friction partners which can be connected to one another (to form a frictional connection) or separated from one another by displacement along the axial direction of the friction element actuated by the respective actuating device.

It is also proposed a motor vehicle or a motorcycle with the friction clutch already described, at least having a transmission with several switchable or continuously changing gear ratios and a drive, the drive with the input side of the friction clutch and the transmission with the Output side is connected and the drive and transmission can be switched and / or automatically connected via the friction clutch (depending on a speed of the input side and / or the output side).

The use of indefinite articles (“a”, “an”, “an” and “an”), especially 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 distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and / or sequence of these objects , Parameters or processes to each other. 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: eine bekannte Reibkupplung in einer perspektivischen Ansicht im Schnitt;
• 2: eine erste Ausführungsvariante einer bekannten Nabenteilanordnung in perspektivischer Ansicht im Schnitt;
• 3: ein Nabenteil einer zweiten Ausführungsvariante einer bekannten Nabenteilanordnung in perspektivischer Ansicht im Schnitt;
• 4: eine Reibkupplung mit einer Nabenteilanordnung, in einer perspektivischen Ansicht im Schnitt;
• 5: die Nabenteilanordnung der Reibkupplung nach 4 in einer Ansicht entlang der Drehachse; und
• 6: das Nabenteil der Nabenteilanordnung nach 5 in einer perspektivischen Ansicht.

The invention and the technical environment are explained in more detail below using 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 known friction clutch in a perspective view in section;
• 2 : a first variant embodiment of a known hub part arrangement in a perspective view in section;
• 3rd : a hub part of a second embodiment variant of a known hub part arrangement in a perspective view in section;
• 4th : a friction clutch with a hub sub-assembly, in a perspective view in section;
• 5 : the hub assembly of the friction clutch according to 4th in a view along the axis of rotation; and
• 6th : the hub part of the hub part assembly according to 5 in a perspective view.

1 shows a known friction clutch 2 in a perspective view in section.

From the WO 2017/157385 A1 is such a friction clutch 1 known.

The friction clutch 2 includes a, about an axis of rotation 5 input part rotatably arranged on the drive side 18th and an output part on the output side 19th (a hub part 3rd ). Input part 18th and output part 19th are friction partners that can be frictionally connected to one another 20th , comprising several with the input part 18th rotatably connected first friction elements 21 and several with the output part 19th non-rotatably connected second friction elements 22nd , frictionally connectable to one another. The friction partners 20th are via two centrifugal force-controlled actuating devices 23 , 24 opposite to an axial direction 25th designed to be braced against one another. Between (i.e. along a force flow between) the input part 18th and the friction partners 20th is a drive-side first actuating device 23 and between (that is, along a force flow between) the output part 19th and the friction partners 20th a second actuating device on the output side 24 arranged.

Both controls 23 , 24 act on the friction partners 20th with an axial force to form a frictional connection depending on centrifugal force. This means that as the speed of the input part increases 18th and with increasing speed of the output part 19th , so when the motor vehicle is moving, the friction clutch 2 Depending on the centrifugal force, i.e. depending on the speeds on the drive side of a drive (e.g. an internal combustion engine or an electrical machine, etc.) and on the output side, e.g. B. a transmission (and or returning one or more drive wheels), is closed or remains closed. The friction clutch 2 can be opened again, for example, at idling speed and when the motor vehicle is essentially stationary.

Here is a parallel arrangement of the actuators 23 , 24 shown. That means the controls 23 , 24 separately from each other (parallel) an axial force on the friction partners 20th exercise. Via the first actuating device 23 is z. B. a first friction element 21 (or one of the first friction elements 21 ) can be contacted directly. Via the second actuating device 24 is a second friction element 22nd (or one of the second friction elements 22nd ) can be contacted directly.

The first actuator 26th extends along the radial direction 8th via the second actuating element 27 away so that it is on the second actuator 27 past the first friction element 21 can contact.

The first actuator 23 comprises a plurality of first centrifugal masses 28 and one along the axial direction 25th displaceable first actuating element 26th . The second actuator 24 comprises a plurality of second fly masses 29 and one along the axial direction 25th displaceable second actuating element 27 .

A shift of the first centrifugal weights 28 along the radial direction 8th outwards leads to a displacement of the first actuating element 26th and thus to an actuation of the first friction element 21 so that between the friction partners 20th frictional connections are formed.

A shift of the second fly mass 29 along the radial direction 8th outwards leads directly to a displacement of the second actuating element 27 and thus to an actuation of the second friction element 22nd so that between the friction partners 20th frictional connections are formed.

The starting part 19th is designed in several parts and includes a flange part 4th and a hub part 3rd that are connected to each other by rivets (see 3rd ). The hub part 3rd is via a toothing on the inner circumferential surface 6th with z. B. a transmission input shaft connectable.

2 shows a first variant of a known hub subassembly 1 in perspective view in section. Here are flange part 4th and hub part 3rd connected to one another via a caulking. The hub part 3rd points on the outer peripheral surface 7th a round first interface 9 on, the second connection surface 11 of the flange part 4th as a counterpart to the first connection surface 9 is also round.

3rd shows a hub part 3rd a second variant of a known and in 1 hub subassembly shown 1 in perspective view in section. On the remarks too 1 is referred. The hub part 3rd is via riveted connections with the flange part 4th connected.

4th shows a friction clutch 2 with a hub subassembly 1 in a perspective view in section. 5 shows the hub subassembly 1 the friction clutch 2 to 4th in a view along the axis of rotation 5 . 6th shows the hub part 3rd the hub subassembly 1 to 5 in a perspective view. The 4th to 6th are described together below. On the remarks too 1 is referred.

In contrast to the friction clutch 2 to 1 has the friction clutch 2 here a differently designed hub sub-assembly 1 on.

The hub subassembly 1 includes a hub part 3rd and a flange part 4th with a common axis of rotation 5 . The hub part 3rd has an inner circumferential surface designed to be suitable for connection to a shaft 6th and on an outer peripheral surface 7th one in a radial direction 8th outwardly facing first connection surface 9 for the flange part 4th on. The first interface 9 is along a circumferential direction 10 executed out of round, so that with the counterpart to the first connection surface 9 executed second connection surface 11 on the flange part 4th one opposite the circumferential direction 10 form-fitting connection between the hub part 3rd and flange part 4th is trained.

The flange part 4th extends from the second connection surface 11 in the radial direction 8th outward to an outer peripheral surface 12th , on which a third connection surface 13th for at least one clutch plate 14th is arranged. The flange part 4th forms an inner disk carrier of the friction clutch 2 according to 4th . The third interface 13th has a plurality opposite to the circumferential direction 10 form-fitting connections for connecting the at least one clutch plate 14th on.

The first interface 9 , the second interface 11 and the third connection surface 13th extend exclusively parallel to the axis of rotation 5 .

The first interface 9 and the second connection surface 11 point along the circumferential direction 10 a plurality of straight sections 15th on facing each other at an angle 16 run away. Between the straight sections 15th corners or edges are arranged. The connecting surfaces 9 , 11 form here an (inner or outer) polygon, here a hexagon.

List of reference symbols

1

Hub assembly

2

Friction clutch

3

Hub part

4th

Flange part

5

Axis of rotation

6th

Inner peripheral surface

7th

Outer peripheral surface

8th

radial direction

9

first interface

10

Circumferential direction

11

second interface

12th

outer peripheral surface

13th

third interface

14th

Clutch plate

15th

section

16

angle

17th

Inner peripheral surface

18th

Input part

19th

Output part

20th

Friction partner

21

first friction element

22nd

second friction element

23

first actuator

24

second actuator

25th

axial direction

26th

first actuator

27

second actuator

28

first fly mass

29

second fly mass

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

• WO 2017/157385 A1 [0003, 0006, 0030, 0043]

Claims (10)

Hub part arrangement (1) for a friction clutch (2), at least comprising a hub part (3) and a flange part (4) with a common axis of rotation (5); wherein the hub part (3) has an inner circumferential surface (6) designed to be suitable for connection to a shaft and, on an outer circumferential surface (7), a first connection surface (9) for the flange part (4) pointing outward in a radial direction (8), the first connecting surface (9) being non-circular along a circumferential direction (10), so that with a second connecting surface (11) on the flange part (4), which is at least partially designed as a counterpart to the first connecting surface (9), a form-fitting opposite to the circumferential direction (10) formed connection between the hub part (3) and flange part (4) is formed. Hub subassembly (1) according to Claim 1 , wherein the flange part (4), starting from the second connecting surface (11), extends outward in the radial direction (8) to an outer circumferential surface (12) on which a third connecting surface (13) for at least one clutch plate (14) is arranged, wherein the third connection surface (13) has at least one connection formed in a form-fitting manner with respect to the circumferential direction (10) for connecting the at least one clutch plate (14). Hub sub-assembly (1) according to one of the preceding claims, wherein the first connecting surface (9) and the second connecting surface (11) extend exclusively parallel to the axis of rotation (5). Hub sub-assembly (1) according to one of the preceding claims, wherein at least one of the first connecting surface (9) and the second connecting surface (11) along the circumferential direction (10) has a plurality of straight sections (15) which are at an angle (16) to one another. run away. Hub subassembly (1) according to Claim 4 , wherein the at least one connecting surface (9, 11) forms a polygon. Hub part (3) for the hub part arrangement (1) according to one of the preceding claims, wherein the hub part (3) has an inner circumferential surface (6) designed to be suitable for connection to a shaft and, on an outer circumferential surface (7), a radial direction (8) has outwardly facing first connecting surface (9) for a flange part (4), the first connecting surface (9) being non-circular along a circumferential direction (10). Flange part (4) for the hub part arrangement (1) according to one of the preceding Claims 1 to 6th , wherein the flange part (4) has on an inner circumferential surface (17) a second connecting surface (11) for a hub part (3) pointing inward in a radial direction (8), the second connecting surface (11) along a circumferential direction (10 ) is not round. Friction clutch (2) for a drive train of a motor vehicle with a drive-side input part (18) arranged so as to be rotatable about an axis of rotation (5) and an output-side output part (19) which are frictionally connectable to one another via friction partners (20), at least comprising at least one with the input part ( 18) first friction element (21) connected in a rotationally fixed manner and at least one second friction element (22) connected in a rotationally fixed manner to the output part (19), which can be connected to one another in a frictionally engaged manner; wherein the friction partners (20) can be braced against one another in an axial direction (25) via at least one centrifugal force-controlled actuating device (23, 24); wherein the friction clutch (2) is a sub-hub arrangement (1) according to one of the preceding Claims 1 to 5 for connecting the friction clutch (2) to a shaft. Friction clutch (2) Claim 8 wherein a hub part (3) of the hub part arrangement (1) has a toothing as an inner circumferential surface (6) designed to be suitable for connection to a shaft. Friction clutch (2) according to one of the preceding Claims 8 and 9 , wherein a flange part (4) of the hub subassembly (1) extends from a second connecting surface (11) outward in the radial direction (8) to an outer circumferential surface (12) on which a third connecting surface (13) for at least a clutch plate (14) designed as the first friction element (21) or the second friction element (22) is arranged, the third connecting surface (13) having at least one connection designed in a form-fitting manner with respect to the circumferential direction (10) for connecting the at least one clutch plate (14) having.

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