WO2007068471A2 - Système de répartition des couples - Google Patents

Système de répartition des couples Download PDF

Info

Publication number
WO2007068471A2
WO2007068471A2 PCT/EP2006/012010 EP2006012010W WO2007068471A2 WO 2007068471 A2 WO2007068471 A2 WO 2007068471A2 EP 2006012010 W EP2006012010 W EP 2006012010W WO 2007068471 A2 WO2007068471 A2 WO 2007068471A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
differential
axis
gear
sets
Prior art date
Application number
PCT/EP2006/012010
Other languages
German (de)
English (en)
Other versions
WO2007068471A3 (fr
Inventor
Johannes Quehenberger
Original Assignee
Magna Powertrain Ag & 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 Magna Powertrain Ag & Co Kg filed Critical Magna Powertrain Ag & Co Kg
Priority to JP2008543749A priority Critical patent/JP4691600B2/ja
Publication of WO2007068471A2 publication Critical patent/WO2007068471A2/fr
Publication of WO2007068471A3 publication Critical patent/WO2007068471A3/fr

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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/30—Arrangements for suppressing or influencing the differential action, e.g. locking devices using externally-actuatable 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • 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
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H48/22—Arrangements for suppressing or influencing the differential action, e.g. locking devices using friction clutches or brakes
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
    • 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
    • F16H48/00—Differential gearings
    • F16H48/20—Arrangements for suppressing or influencing the differential action, e.g. locking devices
    • F16H2048/204—Control of arrangements for suppressing differential actions
    • 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
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/42—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon
    • F16H2048/423—Constructional details characterised by features of the input shafts, e.g. mounting of drive gears thereon characterised by bearing arrangement

Definitions

  • the present invention relates to a multi-plate clutch.
  • TV Traffic Vectoring
  • differential units include a differential or differential which compensates for differences in speed.
  • the differential can not increase existing speed differences alone.
  • the differential unit requires additional components to increase the speed differential (i.e., transmit more drive torque to a particular wheel).
  • the invention has for its object to provide a multi-plate clutch, which is used in a TV system to form a simplified TV system.
  • the solution of this object is achieved by a multi-plate clutch with the features of claim 1, and in particular the fact that a first axis and a second axis of the components of the multi-plate clutch are offset from one another.
  • the multi-plate clutch according to the invention has a clutch basket and a clutch hub.
  • the clutch basket rotates about a first axis and is connected to a first set of blades.
  • the clutch hub rotates about a second axis and is connected to a second set of blades, the blades of the disk sets meshing with each other.
  • the fins of the plate sets are pressed against each other for transmitting a moment to transmit a force between the fins of the plate sets, which has a tangential component at the mutual contact points and in addition a radial component when the plate sets are pressed against each other.
  • the tangential components cause the torque transmission, while additionally in the contact point, a radial force arises, which ultimately results from the fact that the first axis and the second axis are offset from each other.
  • a first shaft is non-rotatably connected to the clutch basket, and a second shaft is rotationally coupled to the clutch hub.
  • a ring gear is non-rotatably connected to the clutch hub and rotates about the second axis.
  • a gear is rotatably connected to the second shaft and rotates about the first axis, wherein the ring gear and the gear mesh.
  • a first shaft is rotatably coupled to the clutch basket, and a second shaft is rotatably connected to the clutch hub.
  • a ring gear is rotatably connected to the clutch basket and rotates about the first axis.
  • a gear is rotatably connected to the first shaft and rotates about the second axis, wherein the ring gear and the gear mesh.
  • a differential unit which, for use in a TV system, comprises at least one multi-plate clutch according to the invention and a corresponding actuator.
  • the actuator generates a contact force on the disk sets of the multi-plate clutch to enable the TV operation.
  • a drive train which has a differential unit which comprises at least one multi-disc clutch according to the invention and a corresponding actuator.
  • the actuator generates a contact force on the disk sets of the multi-plate clutch to allow the TV operation.
  • the drive train further comprises a control unit, which is electronically connected to at least one sensor and preferably a plurality of sensors in order to detect at least one operating state of the vehicle.
  • the control unit generates control signals based on the operating state of the vehicle to adjust the actuator while controlling the pressing force and the transmitting drive torque.
  • the invention also relates to the use of a multi-plate clutch or a differential unit of the type described for the active control of torque transfer to various wheels of a Motor vehicle, but the invention is not limited to such use.
  • FIG. 1 is a schematic representation of a motor vehicle powertrain equipped with a differential unit constructed in accordance with the present invention
  • a unit comprising multi-disc clutches according to an embodiment of the invention
  • a unit comprising multi-disc clutches according to another embodiment of the invention.
  • Friction diameter between the slats of the multi-plate clutch represents
  • Fig. 5 is a diagram showing the drive torque on the speed ratio of the clutch basket and clutch hub.
  • Fig. 1 is a schematic representation of a vehicle drive train 10 is shown, comprising a drive 12, which includes a power transmission track 16, a motor 18 and a transmission 20.
  • the power over Transmission link 16 includes a propeller shaft 28 which is driven by the transmission 20 and a pair of axle shafts 30 connected to a pair of wheels 32 and a differential unit 34 operable to apply drive torque from the propeller shaft 28 to one or both axle shaft / n 30 to transmit.
  • a control unit 40 controls the operation of the differential unit 34 based on a variety of vehicle parameters to enable so-called "torque vectoring" (TV operation).
  • the control unit 40 is electronically connected to at least one sensor and preferably a plurality of sensors. Exemplary sensors include a yaw rate sensor 42, wheel speed sensors 44, a steering wheel angle sensor (not shown), and / or a steering angle sensor 46. Other sensors include side and longitudinal acceleration sensors (not shown).
  • the sensors detect a variety of operating conditions, e.g. the yaw rate of the vehicle, the rotational speed of each wheel 22, 32, the steering wheel angle and / or the steering angle ( ⁇ ) of the front wheels 22.
  • the control unit 40 processes the signal or signals and generates a differential control signal, wherein at least one actuator based on the Differential control signal is driven to transmit more drive torque to the corresponding wheel 32.
  • the differential unit 34 includes a differential housing 50, which includes a differential gear 52, two multi-plate clutches 54 and two corresponding actuators 56, 58.
  • a drive shaft 60 which is non-rotatably connected to the propeller shaft 28, is rotatably supported in the differential housing 50 by bearing assemblies 62 and sealed relative to the differential housing 50 by a sealing arrangement, not shown.
  • Two output shafts 64 the rotation with the axle shafts 30 are rotatably supported in the differential case 50 by bearing assemblies and sealed by seal assemblies, not shown, relative to the differential case 50.
  • the output shafts 64 rotate about an axis A.
  • a drive bevel gear 70 is formed at one end of the drive shaft 60.
  • the differential 52 is rotatably supported in the differential housing 50 by bearing assemblies 72 and includes a carrier drum 74, two sets of bevel gears (bevel gears 76A, 76B, 78A, 78B), and a ring gear 80 secured to the carrier drum 74 and with the drive bevel gear 70 in FIG Engage, so that a driven rotation of the propeller shaft 28 causes a rotation of the differential gear 52.
  • the bevel gears 76A, 76B are rotatably connected to a corresponding output shaft 64.
  • the drive via the support drum 74 on the opposite bevel gears 76A, 76B; 78A, 78B.
  • the bevel gears 76A, 76B; 78A, 78B are not relative to each other.
  • the entire differential gear 52 runs as a block and transmits the torque evenly to the two output shafts 64. Only at speed differences (eg when cornering) between the two output shafts 64, the two bevel gears 76A, 76B opposite in the carrier drum 74 to rotate the torque in principle evenly distributed on both output shafts 64.
  • an additional torque can be transmitted to one of the two output shafts 64 in order to unevenly distribute the drive torques to the wheels 32.
  • a drive torque is applied specifically to the actual differential 52 (bevel gear).
  • 76A, 76B) are transmitted past the respective output shaft 64.
  • the aforementioned differential gear 52 can also be replaced by another differential (eg a planetary differential).
  • the multi-disc clutches 54 include a respective clutch basket 90 and a respective clutch hub 92.
  • the clutch basket 90 rotates about the axis A and is connected to a first set of blades 94.
  • the clutch hub 92 rotates about an axis B and is connected to a second set of laminations 96, the laminations of the second set of laminations 96 and the laminations of the first set of laminations 94 meshing with each other.
  • the axis A and the axis B are offset by an axial distance Ax to each other, the lamellae of the disk sets 94, 96 are particularly pressed against one another for transmitting a moment that between the slats of the disk sets 94, 96, a force is transmitted, the a tangential component and a radial component when the plate sets 94, 96 are pressed against each other.
  • the clutch baskets 90 are connected in a rotationally fixed manner to the carrier drum 74 by means of corresponding hollow shafts 98.
  • the hollow shafts 58 are arranged coaxially with the output shafts 64.
  • a respective ring gear 100 is rotatably connected to the associated clutch hub 92 and rotates about the axis B.
  • a respective gear 102 is rotatably connected to the associated output shaft 64 and rotates about the axis A, wherein the ring gear 100 and the gear 102 mesh to form a rotational ratio. 3), the clutch baskets 90 rotate about the axis B and the clutch hubs 92 about the axis A.
  • the clutch baskets 90 are rotationally coupled to respective hollow shafts 98 'and the clutch hubs 92 are rotationally fixed connected to the output shafts 64.
  • a respective ring gear 100 ' is rotatably connected to the associated clutch basket 90 and rotates about the axis B.
  • a respective gear 102' is rotatably connected via the respective hollow shaft 98 'to the carrier drum 74 of the differential gear 52 and rotates about the axis A, wherein the ring gear 100 'and the gear 102' mesh to form a rotational ratio.
  • the actuators 56, 58 may comprise, for example, hydraulic pistons.
  • the pistons generate corresponding pressing forces to press the laminations of the sets of laminations 94, 96 together and thereby, in addition to the power transmission via the carrier drum 74 and the bevel gears 76A, 76B; 78A, 78B to achieve a power transmission directly via the carrier drum 74 and the multi-plate clutches 54 to the output shafts 64.
  • the actuators 56, 58 are controllable by the control unit 40 based on the control signals to enable TV operation.
  • the lamellae can be pressed against one another with a contact pressure force that can be unevenly distributed along the respective circumference of the lamella sets 94, 96.
  • it is dispensed with actuator rings, which are arranged in known multi-plate clutches between the actuator and the relevant plate set and ensure a substantially uniform force transmission along the circumference.
  • the contact force in a first angular segment WSi of the respective set of slats (left 4) is higher than in a second angle segment WS2 of the respective plate set (right half of FIG. 4), wherein in the example shown here the mutual overlap of the plate sets 94, 56 in the first angle segment WS 1 is greater than in FIG the second angle segment WS2.
  • a pair of disks of the disk sets 94, 96 is shown with a center distance .DELTA.x.
  • the lamella A of the lamella set 94 is the drive lamella and rotates slightly faster than the lamella B of the lamella set 96, which is to be driven.
  • a friction circle with the friction diameter dREiB is dotted on the blade B, which rotates about the axis B (see Fig. 2).
  • the lamella A rotates about the axis A (see Fig. 2).
  • This speed difference vector (v-difference) comprises a tangential component and a radial component, wherein only the tangential component yields a drive torque at the fin B.
  • the direction and the length of the speed difference vector vary along the friction track. In the first angle segment WS 1 (left side of FIG. 4), the speed difference vector is the shortest and in the second angle segment WS2 (right side) the shortest. For the transmission of the drive torque, only the direction of the speed difference vector but not its length is important.
  • the contact pressure in such an angle segment WS 1 of the respective Um- The speed set vector of the two sets of plates 94, 96 in the direction in which a torque is to be transmitted between the two sets of plates 94, 96 is selected to be higher than the contact force in another angle segment WS2. This applies in particular to a differential rotational speed of the disk sets 94, 96 of zero or approximately zero.
  • the drive torque is plotted against the speed ratio of the clutch basket 90 and the clutch hub 92.
  • the kink in which the transmitted drive torque drops sharply, depends on Ratio of friction diameter to axial offset. The smaller the axial offset or the larger the friction diameter, the more drive torque can be transmitted at a low speed ratio.
  • An advantage results in the better controllability of a differential speed, for example, one can calculate a wheel slip and therefrom a desired differential speed via the desired drive torque. Due to the distinctive sloping characteristic, this speed can be set well.
  • the clutch according to the invention thus permits a self-regulating adjustment of the differential rotational speed.
  • the multi-plate clutch according to the invention can be used in various drive trains.
  • the multi-plate clutch can be installed in a drive train with front-wheel drive and / or an all-wheel / four-wheel drive train.
  • the multi-plate clutch can not only distribute an additional torque to an output shaft of an axle differential unit, but it can also be provided between the axle differentials in a central differential (distributor gear) of an all-wheel / four-wheel drive train to selectively add an additional torque to the Front axle differential unit or the rear axle differential unit to transfer.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Un embrayage multidisque comprend une cloche d'embrayage, tournant autour d'un premier axe et reliée à un premier jeu de disques, ainsi qu'un moyeu d'embrayage, tournant autour d'un second axe et relié à un second jeu de disques. Les disques du second jeu de disques et les disques du premier jeu de disques s'engrènent.
PCT/EP2006/012010 2005-12-14 2006-12-13 Système de répartition des couples WO2007068471A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2008543749A JP4691600B2 (ja) 2005-12-14 2006-12-13 モーメントを分配するシステム

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005059832.3 2005-12-14
DE102005059832A DE102005059832B4 (de) 2005-12-14 2005-12-14 System zur Momentverteilung

Publications (2)

Publication Number Publication Date
WO2007068471A2 true WO2007068471A2 (fr) 2007-06-21
WO2007068471A3 WO2007068471A3 (fr) 2007-09-07

Family

ID=38090009

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2006/012010 WO2007068471A2 (fr) 2005-12-14 2006-12-13 Système de répartition des couples

Country Status (3)

Country Link
JP (1) JP4691600B2 (fr)
DE (1) DE102005059832B4 (fr)
WO (1) WO2007068471A2 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009034471A2 (fr) * 2007-09-10 2009-03-19 Toyota Jidosha Kabushiki Kaisha Mécanisme de répartition de la force motrice
WO2011054689A1 (fr) * 2009-11-05 2011-05-12 Robert Bosch Gmbh Procédé pour faire fonctionner un véhicule et véhicule
US8303451B2 (en) 2007-09-10 2012-11-06 Toyota Jidosha Kabushiki Kaisha Driving force distribution mechanism

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008039928A1 (de) * 2008-08-27 2010-03-04 Magna Powertrain Ag & Co Kg Differentialgetriebeeinheit

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GB426407A (en) * 1933-10-04 1935-04-03 New Cons Gold Fields Ltd Improvements in or relating to friction clutches
DE709515C (de) * 1936-11-25 1941-08-19 Zahnradfabrik Friedrichshafen Elektromagnetische Lamellenkupplung
GB574589A (en) * 1944-01-28 1946-01-11 Freeborn Power Converters Ltd Improvements relating to plate clutches
US2743792A (en) * 1951-10-11 1956-05-01 Richard B Ransom Rotary motion resisting device
NL294567A (fr) * 1962-06-29
JPH02221743A (ja) * 1989-02-21 1990-09-04 Aisin Aw Co Ltd 動力伝達装置
JP2848125B2 (ja) * 1992-06-15 1999-01-20 三菱自動車工業株式会社 車両用左右駆動力調整装置
JP2699739B2 (ja) * 1991-11-29 1998-01-19 三菱自動車工業株式会社 四輪駆動車用前後駆動力配分調整装置
DE69222739T2 (de) * 1991-11-29 1998-05-14 Mitsubishi Motors Corp Kontrollsystem zur Antriebskraftverteilung für Fahrzeuge
DE19846667A1 (de) * 1998-10-09 2000-04-20 Andreas Schauer Bremssystem und Differential-Getriebe
JP3936236B2 (ja) * 2002-05-16 2007-06-27 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 デファレンシャル装置
US7083033B2 (en) * 2003-03-27 2006-08-01 Tochigi Fuji Sangyo Kabushiki Kaisha Torque transmission apparatus
AT8015U1 (de) * 2005-02-25 2005-12-15 Magna Steyr Fahrzeugtechnik Ag Differentialgetriebeeinheit für kraftfahrzeuge mit aktiver steuerung der antriebskraftverteilung
AT8357U1 (de) * 2005-04-28 2006-06-15 Magna Drivetrain Ag & Co Kg Differentialgetriebeeinheit mit aktiver steuerung der momentenverteilung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009034471A2 (fr) * 2007-09-10 2009-03-19 Toyota Jidosha Kabushiki Kaisha Mécanisme de répartition de la force motrice
WO2009034471A3 (fr) * 2007-09-10 2009-05-14 Toyota Motor Co Ltd Mécanisme de répartition de la force motrice
US8303451B2 (en) 2007-09-10 2012-11-06 Toyota Jidosha Kabushiki Kaisha Driving force distribution mechanism
WO2011054689A1 (fr) * 2009-11-05 2011-05-12 Robert Bosch Gmbh Procédé pour faire fonctionner un véhicule et véhicule
US9045141B2 (en) 2009-11-05 2015-06-02 Robert Bosch Gmbh Method for operating a vehicle and vehicle

Also Published As

Publication number Publication date
JP2009518595A (ja) 2009-05-07
DE102005059832A1 (de) 2007-06-28
JP4691600B2 (ja) 2011-06-01
WO2007068471A3 (fr) 2007-09-07
DE102005059832B4 (de) 2011-09-15

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