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
  • F16D11/00—Clutches in which the members have interengaging parts
  • F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
  • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• • 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
  • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
  • F16D23/02—Arrangements for synchronisation, also for power-operated 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
  • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
  • F16D27/02—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings
  • F16D27/09—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings and with interengaging jaws or gear-teeth
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/92—Hybrid vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2400/00—Special features of vehicle units
  • B60Y2400/42—Clutches or brakes
  • B60Y2400/421—Dog type clutches or brakes
• • 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
  • F16D11/00—Clutches in which the members have interengaging parts
  • F16D2011/002—Clutches in which the members have interengaging parts using an external and axially slidable sleeve for coupling the teeth of both coupling components together
• • 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
  • F16D11/00—Clutches in which the members have interengaging parts
  • F16D2011/006—Locking or detent means, i.e. means to keep the clutch in engaged condition

Definitions

• the invention relates to a coupling unit for a drive train of a motor vehicle, with a torque input element acting as a drive element, for.
• a torque input element acting as a drive element
• a torque output member acting as a drive element, such. a transmission input shaft or an output shaft of a second drive machine, wherein the torque input member via a switchable coupling torque-transmitting with the torque output member is connectable.
• the invention relates to a hybrid module, for example for a P2 hybrid application or a hybrid application with two electric machines and an internal combustion engine, with a first drive machine which is permanently connected to transmit torque to a transmission input shaft, and a second drive machine, which via a Switching unit according to the invention switchable with the transmission input shaft and / or an output shaft of the first drive machine is connected to transmit torque.
• the coupling unit is preferably used as a separating clutch (K0) between an internal combustion engine and a transmission or a first electric machine and a second electric machine.
• DE 10 2014 206 330 A1 discloses a torque transmission device for hybrid vehicles drivable by means of an internal combustion engine and an electric drive, which is suitable for arrangement in a drive train of the hybrid vehicle between the internal combustion engine and a transmission of the hybrid vehicle, with the electric drive a rotor rotating in particular about a central longitudinal axis of the torque transmission device; a disconnect clutch for disengaging the engine from the transmission; and with a centrifugal pendulum for damping vibrations; where the centrifugal pendulum is arranged axially within the rotor.
• frictional clutches such as dry single-disc clutches or multi-plate clutches, as well as wet multi-plate clutches, are used, which are actuated by means of a central release system, a rotary union or a magnetic coil.
• a coupling unit which fulfills the functions of a separating clutch and at the same time is simpler, more cost-effective and more compact in terms of its structure, its actuation and its actuation.
• the coupling of the coupling unit has a translationally displaceable coupling element, which is designed and arranged in such a way that the coupling element is in an actuated position, i. in an actuated position, via a positive connection enables torque transmission from the torque input component to the torque output component.
• the coupling element positively connects the torque input component with the torque output component for torque transmission, so that the clutch is closed, and that the clutch element, when it is not in the actuated position, does not transmit torque, so that the coupling is open and the coupling element is in a decoupling position, ie an unactuated position.
• an electric motor for translational method of the coupling element is present.
• the coupling element can be displaced in an electric motor by the operation / control of the electric motor.
• the positive coupling is therefore actuated by an electric motor.
• an actuation actuator of the clutch can advantageously be formed with a small number of components.
• the translational displacement of the coupling element can thereby be controlled precisely and in both directions (for actuation and decoupling).
• the electric motor is designed as a linear motor.
• the electric motor is designed so that a component driven by it, that is to say the coupling element, is not put into a rotating movement but into a translatory movement.
• a stator of the electric motor is fastened to a stationary housing, for example via a stator carrier.
• the coupling element preferably fixed, is connected to a rotor of the electric motor, so that the coupling element is displaced translationally together with the rotor.
• the rotor of the electric motor and / or the stator of the electric motor is arranged in the radial direction outside of the coupling element.
• the electric motor can be integrated to operate the clutch to save space in the available space.
• the torque input component and the torque output component are designed and matched to one another such that a rotational speed of the torque input component and a rotational speed of the torque output component can be synchronized. This advantageously makes it possible to use a form-locking clutch as a disconnect clutch, in which the torque of the torque input component is suddenly transmitted to the torque output component when the positive engagement occurs. The speed of the torque input component must therefore match the speed of the torque output component when the clutch is actuated.
• the coupling element is designed as a sliding sleeve.
• the sliding sleeve has positive-locking, slightly play-type connecting elements in the circumferential direction for the positive connection of the torque input component to the torque output component.
• the coupling element is mounted and / or guided so that it is displaceable in the axial direction between the operating position and the Entkoppelwolf in which no torque is transmitted.
• a favorable embodiment is characterized in that the torque input component and the torque output component are arranged coaxially.
• the torque input component and the torque output component are arranged coaxially.
• the coupling element has a toothing and if the torque input component and the torque output component each have a counter-toothing, wherein the counter-toothing transmits torque when interacting with the toothing of the coupling element.
• the toothing of the coupling element for transmitting torque simultaneously engages in the counter toothing of the torque input component and in the counter toothing of the torque output component. If not Torque is transmitted, the connection between the teeth of the coupling member and the counter-toothing of the torque input member and / or between the teeth of the coupling member and the counter-toothing of the torque output member is released. In other words, the coupling element is brought into meshing engagement with the torque input component and the torque output component by means of translatory displacement for torque transmission.
• the counter toothing of the torque input component and / or the counter toothing of the torque output component are / is formed as an external tooth.
• the counter toothing of the torque input component and / or the counter toothing of the torque output component is formed as a spur gear and / or straight toothed.
• the counter toothing of the torque input component and the counter toothing of the torque output component are arranged at the same axial height. That is, the torque input member and the torque output member have the same gear diameter.
• the counter teeth mesh with the same toothing (namely the coupling element) for torque transmission, so that a translation-free torque transmission from the torque input component to the torque output component is ensured in a simple manner.
• a favorable embodiment is characterized in that the toothing of the coupling element is designed as an internal toothing. It is also preferred if the internal toothing is formed with a constant toothing diameter which corresponds to the toothing diameter of the torque input component and / or the toothing diameter of the torque output component. Furthermore, it is possible to use other form-fitting elements for positive force transmission on the coupling element, the torque input component and the torque output component.
• the coupling element it is advantageous if there is a detent for the axial positioning of the coupling element in the actuation position and / or the uncoupling position.
• locking elements are formed on the coupling element and the torque input component or the torque output component that interact with one another such that upon reaching an axial position (namely the actuation position / actuation position or the decoupling position / decoupling position) of the coupling element relative to the torque input component or the torque output component, the coupling element is not displaced in the axial direction further translational.
• the locking elements are formed as a biased in the radial direction by a spring ball and radially outwardly formed recesses in which the ball is pressed in the operating position or the Entkoppelwolf by the bias of the spring.
• a stop for limiting the axial displacement of the coupling element is present.
• the stop is formed as a radially inwardly protruding from the coupling element preferably designed as a ring member stop member which is arranged so that it upon reaching the operating position on the torque input component and upon reaching the Entkoppelwolf on the torque output component is applied.
• the object according to the invention is also achieved by a flybrid module having a first drive machine which is permanently connected in a torque-transferring manner to a transmission input shaft, and a second drive machine which has such a clutch.
• switching unit switchable with the transmission input shaft and / or an output shaft of the first drive machine can be connected torque-transmitting, solved.
• FIG. 1 is a schematic longitudinal sectional view of a coupling unit according to the invention in a decoupling position in which no torque is transmitted, and
• Fig. 2 is a schematic longitudinal sectional view of the coupling unit in a Bet Trents- t Trentsgna in which torque is transmitted.
• the coupling unit 1 shows a coupling unit 1 according to the invention for a drive train of a motor vehicle.
• the coupling unit 1 has a torque input component 2, which acts as a drive element, for example, a drive machine, not shown.
• the coupling unit 1 has a torque output component 3 which acts as an output element and is, for example, a transmission input shaft or an output shaft of a second drive engine.
• the torque input component 2 can be connected to the torque output component 3 in a torque-transmitting manner via a switchable clutch / disconnect clutch 4.
• the coupling 4 has a coupling element 5 which can be displaced by translatory displacement into an actuated position or a decoupling position.
• the torque of the torque input component 2 is transmitted to the coupling element 5 via a positive connection and transmitted from there via a positive connection to the torque output component 4.
• the clutch 4 is thus closed in an operating position of the coupling element 5.
• In the decoupling position is the positive Connection between the coupling element 5 and the Drehmenteenteingangsbau- part solved, so that no torque is transmitted.
• the translational displacement of the coupling element 5 is obtained by an electric motor 6, which is designed as a linear motor 7.
• an electric motor 6 which is designed as a linear motor 7.
• the coupling element 5 is fixedly connected to the rotor 9, so that the coupling element 5 together with the rotor 9 is displaced in the axial direction during operation of the electric motor 6.
• the stator 8 is fixedly connected to a stationary housing 11 via a stator carrier 10.
• the rotor 9 is arranged radially outside of the coupling element 5 and coaxially with the coupling element 5, the torque input component 2 and / or the torque output component 3.
• the stator 8 is arranged coaxially with and radially outside the rotor 9.
• the coupling element 5 is designed as a sliding sleeve 12 and annular.
• the torque input component 2 has an outer toothing 13, which is designed as a circumferential, torque-transmitting, backlash-toothed, toothed toothing.
• the coupling element 5 has an internal toothing 14, which is formed on a radial inner side of the coupling element 5 as a circumferentially torque-transmitting, backlash-toothed teeth which, when interacting with the external toothing 13 on the torque input component 2, torque from the torque input component 2 to the coupling - 5 transmits element.
• the torque output component 3 has an outer toothing 15, which is designed as a circumferential, torque-transmitting, backlash-toothed toothing and transmits torque from the coupling element 5 to the torque output component 3 when interacting with the inner toothing 14 on the coupling element 5.
• the coupling element 5 When the coupling element 5 is in the decoupling position, it is in meshing engagement only with the torque output member 3. Due to the axial displacement of the coupling element 5 in the operating position, the internal toothing 14 is pushed into the external toothing 13, so that the coupling element 5 is engaged both with the torque output component 3 and with the torque input component 2.
• the coupling element 5 can therefore only be inserted into the external toothing 14 when the rotational speed of the torque input component 2 coincides with the rotational speed of the coupling element 5, that is to say the rotational speed of the torque output component 3.
• the internal toothing 14 In the actuation position, the internal toothing 14 is in meshing engagement over the entire toothing length of the external toothing 13 with the external toothing 13.
• the internal toothing 14 meshes with the external toothing 15 over the entire toothing length of the torque output component 3.
• the detent 16 is formed by two recesses 17 in the radial inner side of the coupling element 5 and a ball 18.
• the ball 18 is biased by a spring 19 in the radial direction and connected to the torque output member 3.
• the recesses 17 are arranged in the coupling element 5, that the coupling element 5 is either in the operating position or in the Entkoppelwolf when the ball 18 is located in the first recess 17 or the second recess 17.
• the recesses 17 have a triangular cross section, so that upon axial displacement of the coupling element 5, the ball 18 is guided out of the recesses 17.
• a stop 20 is formed, which abuts with an axial side on the torque input component 2 when the coupling element 5 is in the operating position, or with the other axial side of the torque output element 3 abuts when the coupling element 5 in the Uncoupling is.
• the stop 20 is designed as a ring component which projects from the coupling element 5 in the radial direction inwards beyond the internal teeth 14.
• the torque output member 3 is mounted on a hollow shaft 21 via a shaft-hub connection 22. Via the hollow shaft 21, the torque is transmitted, for example, to a transmission input shaft or an output shaft of an engine.
• the torque output component 3 can also be formed in one piece with the hollow shaft 21.
• the hollow shaft 21 is mounted on a first rolling bearing 23 in the housing 11 and a second rolling bearing 24 on or in the torque input member 2.
• the torque output component 2 is mounted on the first rolling bearing 23 in the housing 11 via the second rolling bearing 24 on or in the torque input component 2.
• the outer toothing 13 has a chamfer 25 on a side facing the torque output component 3 in the axial direction.
• the inner toothing 14 also has a chamfer 26 on a side facing the torque input component 2 in the axial direction, which corresponds to the chamfer 25 in terms of angle and size.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Electromagnetism (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Operated Clutches (AREA)
• Hybrid Electric Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=64109692

Family Applications (1)

Country Status (5)

Families Citing this family (5)

Family Cites Families (18)

• 2017
  • 2017-11-22 DE DE102017127577.0A patent/DE102017127577A1/de not_active Withdrawn
• 2018
  • 2018-10-23 US US16/762,593 patent/US20210190150A1/en not_active Abandoned
  • 2018-10-23 EP EP18796836.7A patent/EP3714179A1/de not_active Withdrawn
  • 2018-10-23 CN CN201880075331.8A patent/CN111373169B/zh not_active Expired - Fee Related
  • 2018-10-23 WO PCT/DE2018/100866 patent/WO2019101265A1/de unknown

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