Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
  • F16H3/46—Gearings having only two central gears, connected by orbital gears
  • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
  • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
  • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/043—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer
  • F02N15/046—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer of the planetary type

Definitions

• the invention relates to a device for coupling at least one auxiliary unit with a main unit, in particular a starter generator with an internal combustion engine, according to the preamble of the independent claim.
• the known device has a planetary gear with a sun gear, which is rotatably connected to a drive shaft. Around the sun gear are planet gears, the axes of which are firmly connected to a pulley. The planet gears roll on a ring gear, which is connected to a clutch device.
• This coupling device has two switching stages, the ring gear being rotatably connected to the planet gears in a first switching stage. In a second switching stage, the ring gear can be connected to a stationary frame via the coupling device.
• the coupling device can be switched by means of an electromagnet. In the first position, in which the electromagnet is not energized the ring gear is firmly coupled to the planet gears. In the second switching position, the ring gear is firmly connected to the frame.
• This device has the disadvantage that the drive shaft of the internal combustion engine is always coupled to the belt drive. This is particularly disadvantageous if, when the internal combustion engine is at a standstill, an auxiliary unit is to be driven by a motor-driven starter generator via a common belt drive.
• an active shifting element here a magnetic coupling
• the device must be adjusted from the outside.
• a constant current supply is necessary for the active switching of the magnetic coupling and consequently additional energy has to be used.
• the gear ratio is one between the drive shaft and the wheel or the pulley, which is particularly advantageous if the drive shaft drives a generator-operated starter generator via the pulley.
• switching the planetary gear offers the possibility of transmitting a particularly high torque to the drive shaft in the case of a motor-driven starter generator.
• the ring gear is designed as an intermediate ring, there is the possibility of arranging a second clutch on it, as a result of which the intermediate ring takes on further functions. Because the intermediate ring is on the one hand part of the first clutch and at the same time part of the planetary gear and on the other hand part of a second clutch, it is possible to switch the ratio of the device between the pulley and the drive shaft depending on the torque effect on the pulley.
• the second clutch can be switched independently of the first clutch, since the clutches can thereby be designed independently of one another.
• Main unit or internal combustion engine that is, when the planet carrier is immovable, no torque is transmitted to the main unit via the wheel or the pulley and thus via the sun wheel.
• the wheel or the pulley is then only used as a pulley.
• a mechanically driven air conditioning compressor can advantageously also take place during a vehicle standstill with the main assembly or internal combustion engine not being driven.
• FIG. 1 shows a first arrangement of a main assembly with the device according to the invention and two auxiliary units
• FIG. 2 shows a first exemplary embodiment of the device according to the invention
• FIG. 5 and 6 show a second exemplary embodiment of the device according to the invention
• FIG. 7, FIG. 8 and FIG. 9 show a third exemplary embodiment
• FIG. 10 shows a fourth exemplary embodiment
• FIG. 11 shows a fifth exemplary embodiment
• FIG. 12 shows a sixth exemplary embodiment in a longitudinal section and FIG sixth exemplary embodiment in a cross section along the line XIII-XIII from FIG. 12,
• FIG. 14 and FIG. 15 a seventh exemplary embodiment
• FIG. 16 and FIG. 16A an eighth exemplary embodiment
• FIG. 17 and FIG. 18 a ninth exemplary embodiment
• FIG. 19 and FIG. 19A a last exemplary embodiment
• FIG. 20A and FIG. 20B details of the exemplary embodiment according to FIG. 19,
• FIG. 21 shows a second arrangement of a main unit with the device according to the invention and two secondary units.
• Figure 1 shows an arrangement of a main unit 20 in an embodiment as an internal combustion engine.
• the main unit 20 has a drive shaft 23 which is connected to a device 26.
• the device 26 is connected by means of a gear 27 to an auxiliary unit 32, embodied as a so-called starter generator.
• the transmission 27 is designed as a traction mechanism transmission.
• an air conditioning compressor 35 is driven via the traction means 29 as a further auxiliary unit.
• FIG. 2 shows the basic view of the device 26 in a first exemplary embodiment.
• the device 26 has a planetary gear 38 with a sun gear 41, planet gears 44, a planet carrier 47 and a ring gear 50.
• the ring gear 50 is connected to the
• Sun gear 41 can be coupled.
• the clutch 53 is designed as a freewheel.
• the clutch 53 allows a relative rotation of the sun gear 41 with respect to the ring gear 50 in a first direction of rotation, in a second direction of rotation the clutch 53 locks, a relative rotation is in the second
• the ring gear 50 can be locked by a second clutch 56, which can be switched independently of the first clutch 53.
• a pin 57 engages in a groove 58 in the ring gear 50 in the exemplary embodiment shown.
• the second clutch 56 is blocked by the pin 57. This is necessary, for example, if a start defined as a cold start is to take place.
• a Cold start control then provides for the ring gear 50 to be locked by the second clutch 56 (external condition).
• FIG. 3 shows a longitudinal section through the device 26.
• the drive shaft 23 is rotatably connected to the planet carrier 47.
• the planet carrier 47 has three axle journals 59, see also FIG. 2, on which the planet wheels 44 are rotatably mounted.
• An intermediate ring 62 is designed such that it acts on the one hand as a ring gear 50 and on the other hand as an outer ring 65 of the first clutch.
• the drive shaft 23 has a shaft journal 68 on which a hub 71 is rotatably mounted.
• the hub 71 has a first axial section 74 which the planet wheels 44 as
• Sun gear 41 is used.
• a second axial section 77 of the hub 71 serves as the inner ring 80 of the first clutch 53.
• the first clutch 53 is formed from the outer ring 65, clamping bodies 54 and the inner ring 80.
• a disk-shaped region 86 adjoins the hub 71, to which a essentially cylindrical section 89 connects.
• the essentially cylindrical section 89 forms with the disk-shaped area 86 and the hub 71 a wheel 92 which serves as a pulley for the belt 29.
• the wheel 92 is thereby connected to a gear part of the planetary gear 38.
• the intermediate ring 62 and thus the ring gear 50 can be locked by the coupling 56 by means of the pin 57 and the groove 58.
• the clutch 56 is attached to an outer part, the crankcase of the internal combustion engine.
• the first clutch 53 enables on the one hand a relative rotation between the sun gear 41 and the ring gear 50 and on the other hand the ring gear 50 rotates.
• the planet carrier 47 does not rotate.
• the planet gears 44 transmit the rotational movement of the sun gear 43 to the ring gear.
• the opened clutch 56 under idealized assumptions, that is, no torque acts on the drive shaft 23 without acceleration and without friction. A small and insignificant torque only occurs when there is friction and when the rotating masses are accelerated.
• This arrangement or this position of the second clutch 56 is particularly suitable when the main assembly 20 is not in operation, but an air conditioning compressor 35 is nevertheless to be driven. This case occurs when energy-saving vehicles with such
• Main unit 20 or an arrangement according to Figure 1 are equipped, the internal combustion engine is not driven, but a vehicle interior air conditioning is still to take place.
• the device 26 shown in Figure 4 is now determined by the second clutch 56, or its intermediate ring 62 and ring gear 50.
• the wheel 92 is driven by the auxiliary unit 32 in motor operation, that is to say as a starter, the sun wheel 41 drives it
• Planetary gear 44 on which roll on the ring gear 50 found.
• the planet carrier is moved 47 m in the first direction of rotation. Because the planet carrier 47 is connected in a rotationally fixed manner to the drive shaft 23, a torque is brought about on the drive shaft 23.
• this Main unit 20 an internal combustion engine and the drive shaft 23, for example a crankshaft, this enables the internal combustion engine to be turned on.
• the first clutch 53 is opened.
• the internal combustion engine drives the planet wheels 44 via the planet carrier 47 and thereby the sun wheel 41 or the wheel 92.
• the first outer ring 65 which is determined by means of the clutch 56, also enables generator operation of the auxiliary unit 32.
• the freewheel 53 also rotates here; the high gear ratio causes the wheel 92 to rotate faster than the drive shaft 23. This allows the auxiliary unit 32 to deliver a high electrical output even at low engine speeds, which is due to its own high speed. However, this is only possible with an actively switchable clutch 56, not with a one-way clutch 56, FIG. 7.
• the second exemplary embodiment is shown in FIG.
• the second clutch 56 is a brake 95. If, as shown in FIG. 5, the wheel 92 is driven by the auxiliary unit 32 in motor mode with the unbraked ring gear 50 or intermediate ring 62, an air conditioning compressor 35 can in turn be turned off when the internal combustion engine is switched off. see also Figure 1 operated. In this case it is
• the sun gear 41 which continues to rotate in the first direction of rotation, causes not only a rotational movement of the planet gears 44, but also a rotation of the planet carrier 47 in the first direction of rotation when the braking force acting on the intermediate ring 62 and thus the ring gear 50 is braked, FIG. 6.
• FIG. 3 A basic cross section of the third exemplary embodiment is shown in FIG. This third
• Exemplary embodiment like the exemplary embodiments above, has a sun gear 41, planet gear 44, a planet carrier 47 and a ring gear 50 or an intermediate ring 62.
• the first clutch 53 acts between the sun gear 41 and the intermediate ring 62.
• Coupling 53 in turn prevents the intermediate ring 62 from rotating with respect to the sun gear 41 in the first direction of rotation.
• the intermediate ring 62 is an inner ring 98 of the second clutch 56.
• the second clutch 56 is also of the first clutch 20
• a second outer ring 101 is rotatably connected to an outer part, here in turn the Kurbeigehause.
• the second clutch 56 is arranged between the second outer ring 101 and the intermediate ring 62 such that the intermediate ring 62 is in the first
• the first clutch 53 locks this first clutch 53.
• the sun gear 41 rotates with the planet carrier 47 and the intermediate ring 62 or the first outer ring 65 as a block, that is, the sun gear 41 runs at the same speed as that Planet carrier 47 um.
• the second clutch 56 enables the second inner ring 98 or the intermediate ring 62 to be rotated in the first direction of rotation on the basis of the kinematic conditions (inner condition).
• the wheel 92 is taken along by the rotating sun wheel 41 and the auxiliary unit 32 is thereby operated as a generator.
• the air conditioning compressor 35 is also operated by the traction mechanism drive.
• the speed ratio between drive shaft 23 or crankshaft and wheel 92 is 1.
• the sun gear 41 is driven by the auxiliary unit 32 in the first direction of rotation. Due to the rotational resistance of the planet carrier 47, which is connected to the persistent drive shaft 23, the planet carrier 47 rotates after overcoming the breakaway torque of the main assembly 20 or the internal combustion engine at a reduced rotational speed compared to the sun gear 41. Because of the force and torque relationships, the first clutch 53 enables the sun gear 41 to be rotated in the first direction of rotation. On the other hand, due to the kinematic conditions (internal condition), the second clutch 56 locks in the second direction of rotation, that is, counter to the first direction of rotation, so that the intermediate ring 62 is held, see also FIG. 9.
• the fourth exemplary embodiment differs from the third exemplary embodiment in that the second outer ring 101 is initially not fixed in relation to the surroundings, that is to say to the crankcase of the internal combustion engine, see also FIG. 10. Rather, the second outer ring 101 as an outer part by a third
• Coupling 104 can be coupled to the stationary environment in the embodiment as a blocking lever.
• the auxiliary unit 32 drives the wheel 92 when the main unit 20 is stationary or the internal combustion engine is stationary, for example as in FIG. 1, the air conditioning compressor 35 is operated when the third clutch is disengaged.
• the sun gear 41 driven by the auxiliary unit 32, rotates in the first direction of rotation.
• the planet carrier 47 held by the unmoved drive shaft 23, also remains stationary. Due to the rotating planet gears 44, the intermediate ring 62 rotates in the second direction of rotation, and takes the second outer ring 101 with it via the locking second clutch 56. This means that even when the main unit is not driven 20 or non-rotating drive shaft 23 a drive of the air conditioning compressor 35 is possible.
• the fifth exemplary embodiment according to FIG. 11 has a third clutch 104 in the form of a brake instead of a third clutch 104 in the form of a blocking lever. If the clutch 104 is opened, that is to say it does not produce any braking torque on the second outer ring 101, the same kinematic conditions as in the fourth exemplary embodiment are present with the blocking lever not engaging in the groove 58. If, according to the fifth exemplary embodiment, the auxiliary unit 32 drives the wheel 92 when the clutch 104 is initially open, the drive shaft 23 is not carried along via the planet carrier 47. If, however, the clutch 104 is applied to the second outer ring 101 with increasing force, the planet carrier 47 and thereby the drive shaft 23 are increasingly accelerated when the second clutch locks.
• the angular momentum of the auxiliary unit 32 is additionally transmitted via the wheel 92 to the planet carrier 47 and thus to the drive shaft 23 and, as a result, the main unit 20 or the internal combustion engine is torn up, that is to say very strongly rotationally accelerated.
• Vibration damping see also Figure 3, to introduce.
• the connection between the Drive shaft 23 and the planet carrier 47 viewed as non-rotatable.
• a sixth exemplary embodiment is shown in a longitudinal section in FIG.
• Main assembly 20 has a drive shaft end 110 designed like a cylindrical ring, on the cylindrical outer circumference 113 of which a bearing 116 is arranged.
• the bearing 116 supports the ring gear 50 on its outer circumference, which forms an outer ring 65 here.
• the axle journals 59 for the planet gears 44 are fastened in an end face of the drive shaft 23.
• the planet gears 44 mesh with their toothing with the toothing of the ring gear 50.
• the first clutch 53 is arranged in the form of a one-way clutch in a hollow cylindrical recess 121. Both the planet wheels 44 and the first clutch 53 interact with a shaft journal 124 of the wheel 92.
• the shaft journal 124 has the first axial section 74, which is designed as a sun gear 41 and interacts with the planet gears 44.
• the second axial section 77 acts as an inner ring 80 with the first clutch.
• the ring gear 50 has a cylindrical outer side 127, which acts as a friction cylinder 130 for the second clutch 56 designed as a friction clutch 133.
• the friction clutch 133 is designed here as a friction brake, the friction band 139 of which can be placed on the distribution cylinder 130. In FIG. 12, the friction band 139 is rotated into the plane of the drawing for better understanding in order to clarify its position on the distribution cylinder 130. The details of the second clutch required are discussed in FIG. 13.
• the function of the second clutch 56 is explained in more detail in FIG. 13. The illustration is only limited to the distribution cylinder 130 with the friction band 139 and the second clutch 56.
• the first clutch 53 is different from the actual position in the device 26 for clarity shown in the foreground to clarify the effect between the planet carrier 47 and the sun gear 41.
• the principle of the friction clutch 133 consists of the friction band 139 that is connected to a first link 146 of a four-link chain 149 via two joints 142 and 143.
• the four-link chain 149 has two second links 152 which are rotatably fastened to a third fixed link 155.
• the second clutch 56 has an actuator 158 that is responsible for a forced change in position of the first link 146.
• the actuator 158 effects the position change of the first member by means of an element, not shown.
• the auxiliary assembly 32 drives the sun gear 41 in the first direction of rotation (counterclockwise) via the transmission 27.
• the drive shaft 23 and thus also the planet carrier 47 do not initially rotate.
• the friction clutch 133 and thus the first link 146 are set such that the ring gear 50 cannot be turned in the second direction of rotation (clockwise). Because of the kinematic conditions in the planetary gear, this leads to the sun gear 41 driving the planet gears 44 which are supported on the ring gear 50, as a result of which the planet carrier 47 rotates in the first direction of rotation.
• the one-way clutch or first clutch 53 enables a relative rotation between the sun gear 41 and the planet carrier 47. It contrasts with the angular velocity of the wheel 92 an angular velocity of the planet carrier 47 reduced to approximately one third. The torque acting on the drive shaft 23 is thereby increased to approximately three times.
• the planet carrier 47 or the drive shaft end 110 takes the sun gear 41 with it via its cylindrical inner surface and via the first clutch 53 and the second axial section 77 and thus drives the auxiliary unit 32 and thus via the wheel 92 or its cylindrical section 89 the starter generator so that it can be operated as a generator.
• the second clutch 56 is open.
• the starter generator Via the wheel 92 and the transmission 27, the starter generator is operated as an auxiliary unit 32 at an increased speed, so that it is able to deliver more current in generator operation. If the speed of the internal combustion engine increases, the auxiliary unit 32 or the starter generator must not be overloaded during operation with the high gear ratio. Due to the high gear ratio, it would theoretically be possible to force a starter generator rotor so high that it was destroyed under centrifugal force. This must be prevented. In this context, the high translation level must be switched to the low translation level in good time.
• Actuator 158 is not kinematically capable of this, this is only possible by changing the torque on sun gear 41. This means that before switching from the high gear ratio to the low gear ratio, the starter generator must be operated briefly by a motor in order to initiate a torque change on the ring gear 50 on the ring gear 50, thereby enabling the friction band 139 to be released and at the same time by means of the actuator 158 to bring the first link 146 into a neutral position. In order to finally achieve a low transmission ratio, the first link 146 must be tilted into the position as shown in FIG. 13 during the brief motor operation of the auxiliary unit 32. Then the application of the friction band 139 with simultaneous driving action of the auxiliary unit 32 leads to the ring gear 50 being stopped. If this switching process has been initiated and the second clutch 56 can be securely closed, the auxiliary unit 32 can be switched back to generator operation. After the second clutch 56 is closed, the auxiliary unit 32 is now driven with the low gear ratio.
• this Device If, for example, a vehicle is equipped with a so-called automatic start-stop system, it is possible with this Device also achieve a so-called stationary air conditioning, as has already been explained using the examples above.
• the auxiliary unit 32 drives an air conditioning compressor, which is also belt-driven, for example, whereby the stationary air conditioning is achieved.
• the ring gear 50 rotates freely.
• a so-called pulse start of an internal combustion engine is also possible with the aid of the device according to FIGS. 12 and 13.
• the auxiliary unit 32 is used as a drive, as before.
• the friction clutch is initially open, the friction band 139 is not present.
• the sun gear 41 is driven by the auxiliary unit 32, and the ring gear 50 is moved in via the immovable planet carrier 47
• Rotation offset (second direction of rotation).
• the auxiliary unit 32 accelerates up to suitable higher speeds, so that the entire drive train between the auxiliary unit 32 up to the ring gear 50 has sufficient kinetic energy to turn the internal combustion engine after the friction clutch 133 has been closed via the torque finally caused on the planet carrier 47.
• the first link 146 assumes the position shown in FIG. 13, that is to say a position shifted slightly to the right.
• FIG. 14 This exemplary embodiment represents a variant based on the exemplary embodiment according to FIG. 7. While the second clutch 56 from FIG. 7 is independent of the rotational acceleration of the intermediate ring 62, the second clutch 56 in the exemplary embodiment according to FIG. 14 locks depending on the rotational acceleration of the intermediate ring 62
• the clamp bodies 54 are mounted with their radially inward end in a trough 161 in which the clamp bodies 54 can be pivoted.
• the clamp body 54 can also be pivoted by means of a hinge-like bearing between the clamping body 54 and the intermediate ring 62.
• a compression spring 162 supported on the intermediate ring 62 brings about an initial position of the clamping body 54, which in this position has no contact with the second outer ring 101. If a drive torque for starting the internal combustion engine or the main assembly 20 is now introduced into the planetary gear 38 via the sun gear 41 via the motor-operated auxiliary assembly 32, the ring gear is moved with a high rotational acceleration.
• the Klemmkorper 54 follows due to its own inertia only to a limited extent, is erected and finally in the locked position, cf. Fig. 15 brought.
• the ring gear 50 or the intermediate ring 62 is blocked thereby.
• the planetary gear 38 now transmits the torque of the auxiliary unit 32 to the
• the second clutch 56 (inertia-switchable freewheel) enables the drive shaft 23 to be overtaken, as usually occurs during the starting process of an internal combustion engine. After such an overtaking of the drive shaft 23, the drive shaft 23 decelerates again with a high rotational acceleration, so that the second clutch 56 is brought into the locked position again.
• the torque ratios in the planetary gear 38 are reversed.
• the second clutch 56 does not lock, the ring gear 50 is freely rotatable.
• the planetary gear 38 does not transmit any torque in this state.
• the speed of the sun gear 41 therefore drops until it has reached the speed of the drive shaft 23. If this is the case, the first clutch 53 engages.
• Other accessories such. B. the air conditioning compressor 35 are driven via the transmission 27. If the air conditioning compressor 35 is driven by the auxiliary unit 32 without transmitting a drive torque to the drive shaft 23, only a small torque is initially generated by the auxiliary unit 32.
• the planetary gear 38 only moves slowly, so that the ring gear 50 or the intermediate ring 62 experiences only a small rotational acceleration.
• the spring body 162 holds the clamp body 54 in its rest position, the second clutch 54 does not lock.
• FIG. 16 shows a further exemplary embodiment based on the exemplary embodiment according to FIG. 7 in a partial section.
• the second clutch 56 is replaced by the second clutch 56 shown in FIG. 16.
• the intermediate ring 62 or second inner ring 98 is replaced by a second inner ring 98, which has at least one trough 161 on its cylindrical outer circumference, into which a clamping body 54 can be inserted.
• An annular cage 164 is arranged between the inner ring 98 and the outer ring 101.
• the cage 164 has an end face 167, from which small bolts 170 extend in the axial direction. These bolts 170 synchronize the movement of the clamping bodies 54.
• the bolts 170 are arranged in a trough-like shape 173 of the clamping body 54, see also FIG. 16A.
• the clamping body 54 consists on the one hand of the actual clamping part 176, which is located on one side of the bolt 170, and a lever part 179, which has the trough-like shape 173.
• the lever part 179 is arranged on the other side of the bolt 170, so that the clamping part 176 and the lever part 179 are approximately diametrically opposed.
• the center of gravity of the clamping body 54 is to the left of the trough 161.
• On the lever part 179 a compression spring 185 is supported. If the inner ring 98 is rotated in the first direction of rotation (clockwise), the clamp body 54 is rotated somewhat clockwise in the trough 161, but the clamp body 54 does not lock the second clutch 56, the inner ring 98 can consequently rotate freely.
• the second clutch 56 is also not locked. If the inner ring 98 carried out a rotational movement in the second direction of rotation - at a constant rotational speed - the second clutch 56 is also not locked. If the inner ring 98 is moved with a large angular acceleration in the second direction of rotation (counterclockwise), the clamping part 176 is rotated in the trough 161, so that the clutch 56 finally locks. This applies to low rotation speeds. If the rotational speed is very high, the centrifugal force of the clamping body 54 prevents the second clutch 56 from locking despite the rotational acceleration of the second direction of rotation. The mass of the lever part 179 thereby prevents the locking effect of the clamping bodies 54 when the inner ring 98 rotates.
• the operation 27 , the device 26 and in the main unit can thus be prevented that, in the case of an electrical auxiliary unit 32, the drive stops the rotating ring gear 50 when a torque surge occurs and the main unit 20 is started.
• the cage 164 also serves to synchronize the movement of the clamping bodies 54 and thereby distribute the load evenly over all the clamping bodies 54.
• FIG. 17 shows a further variant of the second clutch 56.
• clamping bodies 54 are in turn arranged.
• a bistable spring 188 ensures that the cage 164 is slightly rotated with the bolts 170, and thus presses the bolts 170 onto the clamping bodies 54 in such a way that the clamping bodies 54 do not on the outer ring 101 apply and so no clamping effect is available. If there is a strong angular acceleration of the inner ring 98 m in the second direction of rotation, then one position of the bistable spring 188 is overcome, so that the cage 164 is displaced relative to the inner ring 98 in the first direction of rotation, so that the bolts 170 move
• a lever 191 is hinged to the inner ring 98 at one end, with a central pin part 194 the lever 191 can slide in a radially outward groove 197 in the cage. If there is a strong angular acceleration of the inner ring 98 in the second direction of rotation, then a certain position of the bistable spring 188 is given up, the clamping bodies 54 move relative to the bolt 170 in the second direction of rotation and come to rest on the outer ring 101, see also Figure 18. At the same time, the bistable spring 188 changes its position and assumes a second position in which the relative position of the cage 164 to the inner ring 98 is determined.
• the lever 191 moves or rotates at the same time around the pivot point on the inner ring 98 in the first direction of rotation, the bolt part 194 simultaneously slides radially inward in the groove 197. If the inner part 98 is again in the freewheeling direction, i. H. Moved in the first direction of rotation, the centrifugal force of a mass 199 on the lever 191 causes the cage 164 or its bolt 170 to be pressed again against the clamping bodies 54 and, as a result, these to be moved back into their raised starting position.
• FIG. 19 A last exemplary embodiment is shown in FIG. 19.
• This device 26 also has a planet carrier 47 connected to the drive shaft 23, on the axle journal 59 of which planet wheels 44 are arranged.
• the planet gears 44 mesh with a ring gear 50 which is arranged on a ring gear carrier 200 so as to be axially displaceable.
• the ring gear 50 can have two different positions 19, and on the other hand a position shifted to the right in FIG. 19A, a second clutch 56 acting in the position shifted to the right.
• the second clutch 56 acts between the ring gear 50 and a stationary part 203.
• the second clutch 56 is formed from a first form-locking element 206 and a second form-locking element 209 on the stationary part 203.
• the planetary gear 38 here has helical teeth, so that an axial force results from a transmitted torque.
• a spring-loaded locking element 212 enables fixed torque thresholds to be set for the switchover.
• the thresholds are based on the force of the spring and the geometric conditions of a groove 213 into which the locking element 212 is pressed.
• the switching thresholds for switching the locking of the second clutch 56 on and off can thus be determined independently of one another.
• the second clutch 56 is locked by transmitting an acceleration of the wheel 92 via the planetary gear 38 into an acceleration of the ring gear 50 and the ring gear carrier 200.
• the transmission torque is determined according to the swirl set by the rotational acceleration and the inertia of ring gear 50 and ring gear carrier 200. If this torque exceeds a certain threshold, the ring gear 50 is brought into the locked position. This process is triggered when the internal combustion engine or the main assembly 20 starts.
• the second clutch 56 is opened by applying a negative torque via the wheel 92, which is supported by the locked ring gear 50. If this torque exceeds a certain threshold, the ring gear 50 in the open position shifted. This process is triggered, for example, when switching over to the generator operation of the auxiliary unit 32.
• auxiliary unit 32 By suitably controlling the auxiliary unit 32, it is possible, for example, to control the position of the ring gear 50 as desired.
• the translation of the planetary gear 38 can be switched on and off as desired.
• the auxiliary unit 32 can thus be adjusted to the higher gear ratio, as a result of which higher powers of the auxiliary unit 32 are possible.
• FIG. 20A shows a lock in an axial view.
• This lock is arranged on the outer circumference of the ring gear carrier 200 between the ring gear 50 and the fixed part 203 between the two form-locking elements 206 and 209.
• This lock 215 comprises a leaf spring part 218. At speeds that exceed a certain threshold, the leaf spring part 218 is bent outwards by the centrifugal force, FIG. 20B and thus locks the axial position of the ring gear 50.
• the speed threshold itself can be pre-tensioned by the leaf spring 218 can be set.
• the starter generator 32, the device 26 and the air conditioning compressor 35 are connected to one another via a traction means 29. Both a belt and a chain are suitable as traction means 29.
• a gear transmission can also be used.
• the starter generator 32 is connected to the also gear 92 designed as a gear.
• the air conditioning compressor 35 is rotatably connected to a gear 113 and meshes with the wheel 92.
• the wheel 110 can be in engagement with the wheel 92 indirectly via the gear 113.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Structure Of Transmissions (AREA)
• Transmission Devices (AREA)
• Massaging Devices (AREA)
• Telephone Function (AREA)
• Retarders (AREA)
• Motorcycle And Bicycle Frame (AREA)
• Input Circuits Of Receivers And Coupling Of Receivers And Audio Equipment (AREA)
• Air Bags (AREA)
• Friction Gearing (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Hybrid Electric Vehicles (AREA)

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• 2001
  • 2001-04-09 DE DE10191351T patent/DE10191351D2/de not_active Expired - Fee Related
  • 2001-04-09 MX MXPA01012529A patent/MXPA01012529A/es unknown
  • 2001-04-09 AU AU73830/01A patent/AU7383001A/en not_active Abandoned
  • 2001-04-09 WO PCT/DE2001/001374 patent/WO2001077520A1/fr not_active Application Discontinuation
  • 2001-04-09 JP JP2001574750A patent/JP2003530515A/ja active Pending
  • 2001-04-09 BR BR0105789-8A patent/BR0105789A/pt not_active Application Discontinuation
  • 2001-04-09 AT AT01937974T patent/ATE329150T1/de not_active IP Right Cessation
  • 2001-04-09 EP EP01940127A patent/EP1220987A1/fr not_active Withdrawn
  • 2001-12-06 ZA ZA200110075A patent/ZA200110075B/xx unknown

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