EP3548761A1 - Embrayage centrifuge comprenant deux parties montées en série - Google Patents

Embrayage centrifuge comprenant deux parties montées en série

Info

Publication number
EP3548761A1
EP3548761A1 EP17803771.9A EP17803771A EP3548761A1 EP 3548761 A1 EP3548761 A1 EP 3548761A1 EP 17803771 A EP17803771 A EP 17803771A EP 3548761 A1 EP3548761 A1 EP 3548761A1
Authority
EP
European Patent Office
Prior art keywords
centrifugal
clutch
masses
torque
centrifugal masses
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17803771.9A
Other languages
German (de)
English (en)
Inventor
Sebastian Heuberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3548761A1 publication Critical patent/EP3548761A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/30—Systems of a plurality of automatic clutches
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/14—Friction clutches with outwardly-movable clutching members co-operating with the inner surface of a drum or the like
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/14—Friction clutches with outwardly-movable clutching members co-operating with the inner surface of a drum or the like
    • F16D13/18—Friction clutches with outwardly-movable clutching members co-operating with the inner surface of a drum or the like shaped as linked or separately-pivoted segments
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
    • F16D2043/145—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members the centrifugal masses being pivoting

Definitions

  • the invention relates to a centrifugal clutch for a drive train of a motor vehicle, such as a motorcycle, with a motor driven / driven torque input component / Drehmomenteinleitbauteil and a downstream first sub-clutch, which has at least a first centrifugal mass, which is radially displaceable for transmitting torque to the displaced state in Tangle with a transmission-side torque output component to arrive.
  • Centrifugal clutches are already known from the prior art.
  • DE 20 2007 008 855 U1 discloses a centrifugal clutch, in particular for model vehicles, which includes a cylindrical clutch drum and a rotatably mounted in this clutch hub, wherein at least two trained as centrifugal weights clutch jaws are arranged on the circumference of the clutch hub, the up to the flat contact the inner circumferential surface of the clutch drum relative to a spring force are radially movable and at least on the contact surface have a friction lining, characterized in that at least the friction lining of the clutch shoes consists of a light metal material or brass.
  • centrifugal clutch to provide a correspondingly high starting torque, are designed so that they close only in a correspondingly high speed range and thus can not transmit torque at low speeds.
  • a second part clutch with at least one second centrifugal mass which is radially displaceable for transmitting torque in order to gerten state in the frictional connection with an intermediate component to arrive, in the torque curve in series / series is switched to the first part clutch.
  • the intermediate component and / or the torque output component is designed like an angle plate and / or cup-like / basket-like / are.
  • the intermediate member and the torque output member advantageously radially surround the centrifugal masses from the outside, so that they get in contact with the centrifugal forces in a centrifugal force induced displacement of the centrifugal masses and torque is transmitted.
  • first centrifugal masses are non-rotatably connected to the intermediate component, which advantageously produces a larger frictional connection between the first centrifugal masses and the torque output component, and thus a larger torque can be transmitted.
  • first centrifugal masses and / or the second centrifugal masses may be arranged distributed uniformly over the circumference, because then just over the circumference uniform frictional connection between the respective frictional partners / friction partners is generated, which effectively prevents slippage of the clutch.
  • three first centrifugal masses and / or three second centrifugal masses are present.
  • a particularly good torque transmission is possible in which a beating by the imbalance of the centrifugal masses is avoided.
  • the first centrifugal masses are geometrically and / or weight-wise different from the second centrifugal masses.
  • the clutch can be used in a wider speed range. Because it provides a high starting torque, because the centrifugal clutch is engaged in a stationary vehicle only at a relatively high speed, but at the same time it can transmit a moment even with falling speeds of the motor vehicle, because the smaller centrifugal masses of the series-connected second partial clutch transmit torque even at low speed.
  • the first centrifugal masses can be brought into frictional connection with an inner contact surface of the torque output component, in particular in frictional engagement.
  • the clutch can be closed and a torque from the torque input component, which is non-rotatably connected to the motor, to the torque output member which is rotatably connected to the transmission, transmitted.
  • the second centrifugal masses can be brought into frictional connection with an inner contact surface of the intermediate component, in particular in frictional engagement. Particularly when the rotational speed of a moving motor vehicle decreases, the torque is transmitted from the second partial clutch to the intermediate part, which in turn is connected to the torque input component.
  • a favorable embodiment is characterized in that the intermediate component engages within the first centrifugal masses and can be brought into frictional engagement with the second centrifugal masses outside the second centrifugal masses at its contact surface.
  • This is particularly advantageous because the partial clutches can be actuated independently of each other by the intermeshing of the two partial clutches and still only a very small space for the centrifugal clutch, which can transmit both a transmission-side and a motor-side torque is required.
  • the torque output member engages within the second centrifugal masses and outside of the first centrifugal masses at its contact surface with the second centrifugal masses can be brought into frictional connection.
  • the torque output component it is thus advantageously also possible for the torque output component to reach through, thus enabling the independent actuation of both partial clutches without restricting the function of the respective other partial clutch.
  • a part of the torque output member may overlap outside of the second sub-coupling and / or the intermediate member and be brought into frictional connection at its contact surface with the first centrifugal masses.
  • the torque output component so encloses the second part clutch, but is only operated by the first centrifugal masses, resulting in a very high structural compactness.
  • a part of the intermediate component outside of the first sub-clutch and / or the torque output component over grab and be brought into frictional contact with the second centrifugal masses at its contact surface.
  • the first and / or the second centrifugal masses are rotatably mounted. Due to the fact that the centrifugal masses are configured asymmetrically, a part of the centrifugal masses displaces radially outward in the event of a centrifugal force-induced rotation about the fixed axis of rotation, which advantageously results in a frictional torque transmission between the centrifugal masses and their associated friction partner.
  • the first and / or the second centrifugal masses may be mounted on a respective pin. Storage via a pin offers the great advantage that the centrifugal masses can be easily attached.
  • the pin is preferably received at both ends of the intermediate member or the torque output member, so that the centrifugal masses are advantageously mounted particularly safe and rotationally fixed.
  • an outer surface of the first centrifugal masses is geometrically and / or materially matched to the contact surface of the torque output component, so that advantageously the friction between the first centrifugal masses and the torque output component is as high as possible.
  • the contact between the outer surface of the first centrifugal masses and the contact surface of the torque output component is preferably over a large area designed. Because the larger the contacting surfaces, the better is the frictional connection between the friction partners and the greater the torques can be transmitted without slippage of the torque output component can occur.
  • a favorable embodiment is characterized in that an outer surface of the second centrifugal masses is geometrically and / or material matched to the contact surface of the intermediate component.
  • the friction between the second centrifugal masses and the intermediate component can be selectively influenced so that it is as high as possible.
  • the outer surface of the second centrifugal masses can lie flush against the contact surface of the intermediate component, which advantageously favors the frictional connection between the displaced second centrifugal masses and the intermediate component.
  • a damper is provided in the clutch to effectively curb the impact of the engine and to prevent damage to the centrifugal clutch.
  • the damper may be arranged before the first part clutch and / or between the first and the second part clutch and / or after the second part clutch, which depending on the structural design of the centrifugal clutch structural advantages.
  • the damper is designed as a rubber damper / plastic damper, since the vibrations / imbalances can be damped particularly effective by the yielding material.
  • the torque output component has a central internal toothing, which is designed to rotatably couple the torque output member with an externally toothed shaft. Due to the positive and central attachment of a gear fixed shaft to the torque output component, the torque of the engine is passed relatively lossless to the transmission.
  • the invention relates to a centrifugal clutch, which consists of two conventional centrifugal part clutches and thus can transmit torque over the entire speed range.
  • a motor control is available so that the gear can be changed.
  • the engine control allows when operating the lever over, for example, misfire up and down, without opening the clutch is required.
  • FIGS. 3 to 6 show a perspective view of a first partial coupling of the centrifugal clutch in different stages of the assembly
  • 7 to 8 is a perspective view of a second partial clutch of the centrifugal clutch in different stages of assembly
  • a centrifugal clutch 1 is shown.
  • the centrifugal clutch 1 has a motor-drivable torque input component 2 and a downstream first partial clutch 3 with three first centrifugal masses 4.
  • the first centrifugal masses 4 are radially displaceable in order to force-fit a motor-side torque to a transmission-side torque output component 5 in the displaced state.
  • a second partial clutch 6 is connected in series with the first partial clutch 3.
  • the second partial clutch 6 has three second centrifugal masses 7, which are radially displaceable, in order to transmit a transmission-side torque frictionally to an intermediate component 8 in the displaced state.
  • the first sub-clutch 3 and the second sub-clutch 6 are independently operable and transmit a torque between a motor and a gear non-positively.
  • the torque input component 2 also called the primary wheel, is rotatably connected via an external toothing 9 to the motor and rotates in dependence on the engine speed.
  • the intermediate component 8 on which the first centrifugal weights 4 are mounted, attached.
  • the intermediate component 8 is shaped like an angle plate and serves as a frictional connection partner for the second centrifugal masses 7, which are mounted on the torque output component 5.
  • the torque output member 5 has a centrally located internal gear 10 which is adapted to the torque output member 5 rotatably coupled to a transmission input shaft. 2 shows a schematic representation of the centrifugal clutch 1.
  • the first centrifugal masses 4 and the second centrifugal masses 7 are rotatably mounted on a respective pin 1 1 to the intermediate member 8 and to the torque output member 5. However, the first centrifugal masses 4 and the second centrifugal masses 7 can rotate about the axis of the pin 1 1.
  • the rotational movement about the pin axis results from the geometric asymmetric configuration of the centrifugal masses 4, 7 in a radial displacement of a portion of the first and second centrifugal masses 4, 7. This radial displacement acts in each case a spring 12 opposite conditions, since the centrifugal masses 4, 7 a Have to overcome spring force.
  • the first centrifugal masses 4 are set in rotation via the intermediate component 8.
  • the first centrifugal masses 4 are pressed radially outward, which is allowed by the rotation about the axis of the pin 1 1.
  • the first centrifugal masses 4 are displaced until they encounter an inner contact surface 13 of the torque output component 5. Since the contact surface 13 is matched to the geometry of the first centrifugal masses 4, an outer surface 14 of the first centrifugal masses 4 lies flush with the largest possible surface area on the contact surface 13.
  • the second partial clutch 6 is actuated.
  • the second centrifugal masses 7 are set in rotation.
  • the second centrifugal masses 7 are pressed radially outward, which is possible by the rotation about the respective axis of the pin 1 1.
  • the second centrifugal masses 7 are displaced radially until they contact an inside contact surface 15 of the intermediate component 8.
  • the first centrifugal masses 4 are preferably formed geometrically so different from the second centrifugal masses 7 that they close the first partial clutch 3 only at a higher speed.
  • FIGS. 3 to 6 show different stages of assembly of the first partial clutch 3.
  • the torque input component 2 is shown.
  • the torque input component 2 is formed as a gear with the external teeth 9 and rotatably connected to the motor.
  • a damper 17 is introduced, which dampens the vibrations.
  • the damper 17 has 8 damper components, which are uniformly distributed over the circumference in each case a recess of the torque input component 2 are introduced.
  • the damper 17 consists of circular plastic / rubber discs. The damper components are fastened to the torque input component 2 via a respective bolt 18.
  • Fig. 4 shows the torque input member 2, to which a disc 19 is attached via the bolts 18, wherein in the disc 19, the three pins 1 1 are integrated, which receive the first centrifugal masses 4.
  • the disc 19 is part of the intermediate component 8 and may be formed separately as in this embodiment or integrally with the intermediate member 8. The disk 19 bears flush against the torque input component 2 and is connected to it in a torque-proof manner.
  • the first centrifugal masses 4 are attached to the pins 1 1. There are three first centrifugal masses 4, which are arranged uniformly distributed over the circumference. The first centrifugal masses 4 can be pivoted by the centrifugal force about the pin 1 1, so that a part of the first centrifugal masses 4 moves radially outward.
  • the intermediate part 8 is mounted on the torque input member 2.
  • the intermediate component 8 has two cylindrical regions 20, 21, which are connected to one another via a disk-like region 22.
  • the first cylinder region 20 has a diameter which is dimensioned such that it passes through within the first centrifugal masses 4. can grip and is attached to the torque input component 2.
  • the intermediate component 8 merges into the second cylinder region, which has a diameter such that the second cylinder region 21 radially radiates the second centrifugal masses 7 surrounds and can be contacted at its inner contact surface 15 of the second centrifugal masses 7.
  • the disc 19 is also part of the intermediate member 8, since it receives the pins 1 1 at the other end.
  • FIG. 7 shows the cup-shaped torque output component 5, which receives the three equally distributed, second centrifugal masses 7 via three pins 11.
  • the outer diameter of the part of the torque output component 5 extending in the direction of rotation is dimensioned such that it engages over the second centrifugal masses 7 and also beyond the intermediate component 8, so that it contacts the contact surface 13 in the first partial coupling 3 is, with the first centrifugal masses 4 can be brought into frictional connection.
  • Distributed over the circumference 8 circular recesses 23 are introduced, which provide weight savings and can be used to lubricate the components.
  • the torque output member 5 is rotatably connected to the transmission.
  • an insert 24, which is part of the torque output member 5, is used, which receives the pins 1 1 and forms a boundary to the first part of the clutch 3.
  • the insert 24 may be formed separately or integrally with the torque output member 5.
  • the centrifugal clutch 1 is shown in the assembled state.
  • the torque output component 5 surrounds the intermediate component 8 and the first and second centrifugal masses 4, 7 radially outward.
  • the centrifugal clutch 1 is designed very compact and offers by the internal teeth 10 on the torque output component 5 and the external teeth 9 on the torque input component 2 a positive connection possibility for the engine and the transmission. List of accessories for centrifugal clutch

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

L'invention concerne un embrayage centrifuge (1) pour une chaîne cinématique d'un véhicule automobile. L'embrayage comprend un élément d'entrée de couple (2) pouvant être entraîné par un moteur et une première partie (3) d'embrayage montée en aval, qui possède au moins une première masse centrifuge (4), laquelle peut être déplacée radialement aux fins de transfert de couple, afin, une fois déplacée, de passer en liaison à force avec un élément de sortie (5) côté boîte de vitesse. Une deuxième partie (6) de l'embrayage pourvue d'au moins une deuxième masse centrifuge (7), laquelle peut être déplacée radialement aux fins de transfert de couple, afin, une fois déplacée, de passer en liaison à force avec un élément intermédiaire (8), est montée en série par rapport à la première partie (3) de l'embrayage dans la courbe de couple.
EP17803771.9A 2016-11-29 2017-11-14 Embrayage centrifuge comprenant deux parties montées en série Withdrawn EP3548761A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016223606.7A DE102016223606A1 (de) 2016-11-29 2016-11-29 Fliehkraftkupplung mit zwei in Reihe geschalteten Teilkupplungen
PCT/DE2017/100960 WO2018099509A1 (fr) 2016-11-29 2017-11-14 Embrayage centrifuge comprenant deux parties montées en série

Publications (1)

Publication Number Publication Date
EP3548761A1 true EP3548761A1 (fr) 2019-10-09

Family

ID=60450406

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17803771.9A Withdrawn EP3548761A1 (fr) 2016-11-29 2017-11-14 Embrayage centrifuge comprenant deux parties montées en série

Country Status (5)

Country Link
US (1) US20190277352A1 (fr)
EP (1) EP3548761A1 (fr)
JP (1) JP2019530836A (fr)
DE (1) DE102016223606A1 (fr)
WO (1) WO2018099509A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017113349A1 (de) * 2017-06-19 2018-12-20 Schaeffler Technologies AG & Co. KG Fliehkraftkupplung mit spanlos gefertigten Fliehkraftmassen
WO2019106922A1 (fr) * 2017-11-29 2019-06-06 日立金属株式会社 ALLIAGE À BASE DE Ni POUR MATRICE DE FORMAGE À CHAUD, ET MATRICE DE FORGEAGE À CHAUD L'UTILISANT

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1138654B (de) * 1958-10-13 1962-10-25 Ohg F Lli Daldi & Matteucci Sp Reibungskupplung, insbesondere fuer den Antrieb von Kraftraedern
JPH0765633B2 (ja) * 1986-07-22 1995-07-19 本田技研工業株式会社 遠心クラツチ
US4827799A (en) * 1988-06-09 1989-05-09 Jang Lian Sheng Variable planetary transmission for a motorcycle or remote-control car
DE202007008855U1 (de) 2007-06-25 2007-10-11 Lauterbacher, Gertrud Fliehkraftkupplung
US8579755B2 (en) * 2011-03-07 2013-11-12 GM Global Technology Operations LLC Passive mechanical torque converter

Also Published As

Publication number Publication date
US20190277352A1 (en) 2019-09-12
DE102016223606A1 (de) 2018-05-30
WO2018099509A1 (fr) 2018-06-07
JP2019530836A (ja) 2019-10-24

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