WO2009003686A1 - Unité d'accouplement pour des groupes auxiliaires d'un moteur à combustion interne - Google Patents

Unité d'accouplement pour des groupes auxiliaires d'un moteur à combustion interne Download PDF

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Publication number
WO2009003686A1
WO2009003686A1 PCT/EP2008/005378 EP2008005378W WO2009003686A1 WO 2009003686 A1 WO2009003686 A1 WO 2009003686A1 EP 2008005378 W EP2008005378 W EP 2008005378W WO 2009003686 A1 WO2009003686 A1 WO 2009003686A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling
pressure chamber
coupling element
axially
unit according
Prior art date
Application number
PCT/EP2008/005378
Other languages
German (de)
English (en)
Inventor
Andreas Schwarzhaupt
Armin Sulzmann
Istvan Vegh
Urs Wiesel
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2009003686A1 publication Critical patent/WO2009003686A1/fr

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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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/061—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having interengaging clutch 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
    • 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

Definitions

  • Coupling unit for ancillaries of an internal combustion engine
  • the present invention relates to a coupling unit for coupling at least one auxiliary unit with an internal combustion engine, in particular in a motor vehicle, having the features of the preamble of claim 1.
  • a coupling unit which has a drive shaft for torque-transmitting connection with a drive unit and an output shaft for torque-transmitting connection with a compressor of a pneumatic brake system equipped with a drive unit vehicle. Further, a rotatably connected to the drive shaft first coupling element and a rotatably connected to the output shaft second coupling element are provided.
  • the coupling elements each comprise a plurality of disc-shaped annular bodies arranged axially alternately, which interact axially in the engaged state of the coupling unit for torque transmission.
  • the output-side coupling element is axially adjustable relative to the drive-side coupling element and biased by a spring device in the engaged state.
  • the known coupling unit is provided with a pressure chamber which can be acted upon by a pressurized fluid to an axial adjustment of the driven side Clutch element against the spring force of the spring device to effect in a disengaged state.
  • a piston which is arranged axially adjustable and forms a separate component with respect to the coupling elements.
  • the piston presses against the restoring force of another spring means indirectly via a pressure ring or directly axially against a support bush of the output side coupling element which is rotatably and axially adjustably coupled to the output shaft and rotatably and axially movably supports the annular body of the output side coupling element ,
  • Such a coupling unit operates on the fail-safe principle, so that the coupling unit automatically assumes its engaged state in case of failure of the possibility of pressurization of the pressure chamber, so that the accessory is functional in any case. Furthermore, the power consumption of the coupling unit for switching between the two states and for holding the respective state is comparatively small.
  • the known coupling unit builds comparatively large and is therefore suitable only for use in correspondingly large internal combustion engines, in which a corresponding space is available.
  • the present invention is concerned with the problem for a coupling unit of the type mentioned a specify improved or at least another embodiment, which is particularly characterized in that the coupling unit is relatively compact and / or has a relatively inexpensive structure.
  • the invention is based on the general idea to form the piston axially adjustable by the pressurization of the pressure chamber by the axially adjustable coupling element itself.
  • the axially adjustable coupling element is designed such that it axially limits the pressure chamber and is axially adjustable by pressurizing the pressure chamber against the spring force of the spring device.
  • the coupling unit according to the invention thereby builds comparatively compact and can be produced in particular relatively inexpensively.
  • the other coupling element that is, the non-axially adjustable coupling element is either disposed in the pressure chamber or also the pressure chamber axially limited while the axially adjustable coupling element is arranged opposite.
  • active surfaces of the coupling elements can interact positively in the engaged state.
  • Such a form fit reduces the maintenance of the engaged state required compressive forces in the pressure chamber, so that with the help of the pressure in the pressure chamber essentially only the restoring force of the spring device must be overcome.
  • the proportion of the pressure force in the pressure chamber, which contributes to the torque transmission between the coupling elements, can thereby be significantly reduced.
  • the energy consumption of the coupling unit for the engaged state is reduced.
  • Fig. 1 is a greatly simplified, principle
  • Fig. 2 is a view as in Fig. 1, but in the engaged state.
  • a coupling unit 1 comprises a drive shaft 2, an output shaft 3, a first coupling element 4, a second coupling element 5, a spring device 6 and a pressure chamber 7.
  • the coupling unit 1 serves for coupling at least one accessory in which it
  • it may be an alternator, a power steering pump, an air conditioning compressor or the like, with a drive unit, which may be arranged in particular in a motor vehicle.
  • the drive unit is preferably an internal combustion engine. Likewise, it may be an electric motor, in particular in a vehicle with hybrid drive.
  • the respective auxiliary unit can be temporarily separated from the drive unit.
  • the respective auxiliary unit can always be temporarily decoupled from the drive unit, if it is not needed.
  • an alternator is not required if the power consumption of the electrical system of the vehicle is comparatively low and can be satisfied in particular via the vehicle battery.
  • a power steering pump is not needed as long as the vehicle is stationary.
  • an air conditioning compressor does not have to be driven.
  • a pneumatic compressor does not have to work as long as the operating pressure of a pneumatic brake system or a pneumatic spring system is sufficiently high.
  • the drive shaft 2 is used for torque-transmitting connection with the drive unit.
  • the drive shaft 2 in the installed state of the clutch unit 1 via a not-shown pinion with a drive belt driven by the drive belt drive connected be.
  • the drive shaft 2 may be drivingly connected in the installed state via a V-belt with the drive unit.
  • the output shaft 3 serves for torque-transmitting connection with the at least one auxiliary unit.
  • the output shaft can be suitably coupled to a drive shaft of the respective auxiliary unit.
  • a corresponding flange connection can be provided for this purpose.
  • the first coupling element 4 is rotatably connected to the drive shaft 2.
  • the rotationally fixed coupling can be done for example by a not shown here axial splines between the drive shaft 2 and the first coupling element 4.
  • the first coupling element 4 can be welded to the drive shaft 2 or connected to it in any other suitable manner.
  • the axial direction extends parallel to an axis of rotation 8 of the drive shaft or parallel to a rotational axis 9 of the output shaft 3, wherein the two axes of rotation 8, 9 are aligned coaxially with each other in the present case.
  • the second coupling element 5 is coupled to the output shaft 3 via an axial toothing, not shown here.
  • the two coupling units 4, 5 cooperate in an engaged state of the coupling unit 1 for transmitting torque.
  • the engaged state is shown in Fig. 2, while Fig. 1 shows a disengaged state in which no torque transmission between the two coupling elements 4, 5 takes place.
  • the axially displaceably mounted on the output shaft 3 second coupling element 5 is axially adjustable relative to the first coupling element 4.
  • the spring device 6 serves to bias the axially adjustable coupling element, here the second coupling element 5 in the engaged state.
  • the spring device 6 is here arranged coaxially with the output shaft 3 and is located on a side facing away from the first coupling element 4 side of the second coupling element 5.
  • the spring device 6 is supported axially on the one hand on the second coupling element 5 and on the other hand on an intermediate bottom 10.
  • the spring device 6 is formed by a central compression spring.
  • any other suitable spring elements are possible, such as e.g. several individual compression springs, a Telerfedervers or elastomers.
  • the spring device 6 drives the second coupling element 5 in the axial direction on the first coupling element 4 and thus allows a bias of the second coupling element 5 in the engaged state of the coupling unit first
  • the pressure chamber 7 can be acted upon by a pressurized fluid. At a sufficient pressure in the pressure chamber 7 takes place an axial adjustment of the second coupling element against the spring force of the spring means 6 in the disengaged state of the coupling unit 1.
  • the second coupling element 5 is designed as a piston which limits the pressure chamber 7 axially.
  • the pressure fluid in the pressure chamber 7 is thus supported directly axially on the second coupling element 5 and presses this at a corresponding pressure in the in Fig. 1st shown uncoupled position.
  • the pressure chamber 7 is limited in the preferred embodiment shown here in the radial direction by a jacket 11 of a housing 12.
  • the pressure chamber 7 may be limited, for example, by one of two axial bottoms 13 of the housing 12.
  • the first coupling element 4 is then arranged in the pressure chamber 7.
  • the pressure chamber 7 can be axially limited axially relative to the second coupling element 5 by the first coupling element 4.
  • the coupling elements 4, 5 may be sealed relative to the housing shell 11 via suitable sealing elements 14. Compared with the shafts 2, 3, the coupling elements 4, 5 may also be sealed by means of suitable sealing elements 15.
  • the shafts 2, 3 are rotatably mounted on the housing 12 via bearings 16, wherein the bearings 16 are arranged here in the housing bases 13. Likewise, it is basically possible to dispense with such a self-supporting at least one of the shafts 2, 3 on the housing 12, whereby the space of the coupling unit 1 can be additionally reduced.
  • this comprises an axial section 18 extending in the output shaft 3.
  • the axial section 18 opens axially open in the pressure chamber 7.
  • the fluid path 17 here comprises a Radial section 19, which is fluidically coupled to the axial section 18.
  • the radial section 19 is formed in the intermediate bottom 10.
  • the fluid path 17 is controllable with a valve 20, which is electrically actuated, for example.
  • any pressurized fluid available on the drive unit or in the vehicle is suitable as the pressurized fluid. This is preferably compressed air.
  • the coupling unit 1 can thus be operated both pneumatically and hydraulically.
  • the fluidic coupling between the two sections 18, 19 of the fluid path 17 can take place, for example, via an annular groove introduced into the intermediate bottom 10 and / or into the output shaft 3, which communicates with the axial section 18 on the one hand and with the radial section 19 on the other hand.
  • a suitable seal 26 may be provided.
  • the radial section 19 can then be integrated into the housing bottom 13 assigned to the output shaft 3.
  • the spring device 6 can be supported axially on this housing bottom 13.
  • the coupling elements 4, 5 are designed in the example shown so that each coupling element 4, 5 each have a disc-shaped coupling body 21 and 22, respectively, has an axial effective surface 23 and 24 respectively.
  • the active surfaces 23, 24 face each other and act together in the engaged state for torque transmission. In principle, it is possible to form these active surfaces 23, 24 as flat friction surfaces. In the engaged state, the active surfaces 23, 24 then act together exclusively by force or friction. Depending on the torque to be transmitted, the spring force of the spring device 6 must be relatively large. Accordingly, then the pressure in the pressure chamber 7 to achieve the disengaged state must be correspondingly large.
  • the embodiment shown here in which the active surfaces 23, 24 are configured so that they interact positively in the engaged state.
  • the spring force to be applied by the spring device 6 can be comparatively small in order to be able to transmit relatively large torques. Accordingly, the pressure in the pressure chamber 7 can be selected comparatively low to disengage the coupling unit 1 and to be able to hold the disengaged state against the restoring force of the spring means 6.
  • the active surfaces 23, 24 configured as spur gears 25 and equipped with spur gears 25.
  • the spur gears 25 engage in the engaged state shown in FIG. 2 axially into one another and thereby allow a positive force transmission or torque transmission.
  • the serrations 25 are specifically designed so that they at a
  • Torque transmission generate static friction forces, which make it difficult axial displacement of the coupling body 21, 22.
  • the applied by the spring means 6 spring force to hold the engaged state can be reduced accordingly.
  • the pressure required to set and hold the disengaged state in the pressure chamber 7 can thereby also be reduced.
  • Such static friction forces can be achieved, for example, by an appropriate choice of the tooth flank inclination or the tooth angle of the serrations.
  • the proposed coupling unit 1 is extremely compact and can be used for basically any ancillary components.
  • several can Such coupling units 1 are provided simultaneously on a vehicle to be able to couple several different ancillaries independently with the drive unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

La présente invention concerne une unité d'accouplement pour l'accouplement d'un groupe auxiliaire à un groupe d'entraînement, en particulier dans un véhicule automobile, qui comprend un arbre d'entraînement (2) pour le transfert de couple avec le groupe d'entraînement, un arbre de sortie (3) pour le transfert de couple avec au moins un groupe auxiliaire, un premier élément d'accouplement (4) connecté à l'arbre d'entraînement (2), et un deuxième élément d'accouplement (5) connecté à l'arbre de sortie (3), qui coopère dans l'état accouplé avec le premier élément d'accouplement (4). L'un des éléments d'accouplement (4,5) peut être déplacé axialement par rapport à l'autre élément d'accouplement (4, 5) et est précontraint dans l'état accouplé au moyen d'un dispositif de ressort (6). Un espace de pression (7) peut être sollicité avec un fluide de pression, afin de provoquer un déplacement axial de l'élément d'accouplement (4, 5) déplaçable axialement à l'encontre de la force de ressort du dispositif de ressort (6) dans un état désaccouplé. On obtient une construction simple si l'élément d'accouplement déplaçable (4, 5) est réalisé sous forme de piston limitant axialement l'espace de pression (7).
PCT/EP2008/005378 2007-07-05 2008-07-02 Unité d'accouplement pour des groupes auxiliaires d'un moteur à combustion interne WO2009003686A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710031324 DE102007031324A1 (de) 2007-07-05 2007-07-05 Kupplungseinheit für Nebenaggregate einer Brennkraftmaschine
DE102007031324.3 2007-07-05

Publications (1)

Publication Number Publication Date
WO2009003686A1 true WO2009003686A1 (fr) 2009-01-08

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/005378 WO2009003686A1 (fr) 2007-07-05 2008-07-02 Unité d'accouplement pour des groupes auxiliaires d'un moteur à combustion interne

Country Status (2)

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DE (1) DE102007031324A1 (fr)
WO (1) WO2009003686A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103573849A (zh) * 2013-11-20 2014-02-12 浙江吉利汽车研究院有限公司 一种传动离合装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010045898A1 (de) * 2010-04-12 2011-10-13 Magna Powertrain Ag & Co Kg Kopplungsanordnung
JP6475190B2 (ja) * 2016-05-25 2019-02-27 株式会社スギノマシン 傾動装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2618366A (en) * 1950-03-22 1952-11-18 Crane Co Pneumatic clutch
US2710086A (en) * 1951-09-07 1955-06-07 William F Stahl Synchronizing clutch
DE3121694A1 (de) * 1981-06-01 1983-02-17 IEG - Industrie-Engineering GmbH, 7410 Reutlingen Kupplungen mit parallelverzahnten kupplungsflaechen
US6112873A (en) * 1999-05-10 2000-09-05 Case Corporation Anti-backlash dog type clutch
DE102006017728A1 (de) * 2006-04-15 2007-10-25 Daimlerchrysler Ag Kupplungsvorrichtung für ein Lenksystem

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4657127A (en) 1984-06-19 1987-04-14 Baruffaldi Frizioni Spa Clutch for linking a compressor with a drive means therefor

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2618366A (en) * 1950-03-22 1952-11-18 Crane Co Pneumatic clutch
US2710086A (en) * 1951-09-07 1955-06-07 William F Stahl Synchronizing clutch
DE3121694A1 (de) * 1981-06-01 1983-02-17 IEG - Industrie-Engineering GmbH, 7410 Reutlingen Kupplungen mit parallelverzahnten kupplungsflaechen
US6112873A (en) * 1999-05-10 2000-09-05 Case Corporation Anti-backlash dog type clutch
DE102006017728A1 (de) * 2006-04-15 2007-10-25 Daimlerchrysler Ag Kupplungsvorrichtung für ein Lenksystem

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103573849A (zh) * 2013-11-20 2014-02-12 浙江吉利汽车研究院有限公司 一种传动离合装置

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Publication number Publication date
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