WO2012048842A1 - Système d'accouplement - Google Patents

Système d'accouplement Download PDF

Info

Publication number
WO2012048842A1
WO2012048842A1 PCT/EP2011/005055 EP2011005055W WO2012048842A1 WO 2012048842 A1 WO2012048842 A1 WO 2012048842A1 EP 2011005055 W EP2011005055 W EP 2011005055W WO 2012048842 A1 WO2012048842 A1 WO 2012048842A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupling part
coupling
armature
arrangement according
coupling arrangement
Prior art date
Application number
PCT/EP2011/005055
Other languages
German (de)
English (en)
Inventor
Herbert Steinwender
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 DE112011103425T priority Critical patent/DE112011103425A5/de
Publication of WO2012048842A1 publication Critical patent/WO2012048842A1/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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/10—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings
    • F16D27/118—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with interengaging jaws or gear teeth
    • 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
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • 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
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0687—Clutches with electrical actuation

Definitions

  • the present invention relates to a coupling arrangement, in particular for a drive train of a motor vehicle, having at least one coupling which is arranged on a rotating shaft to selectively couple the rotating shaft with a drive element, wherein for coupling the rotating shaft with the drive element, a first Kupp - Releasing part by displacement along the axis of the rotating shaft relative to a second coupling part in a form-locking engagement with the second coupling part, and a Hubmagnetan whatsoever for actuating the clutch, wherein the Hubmagnetan kann an excitation coil for generating a magnetic field and by the magnetic field of the excitation coil comprises armature which can be attracted along a stroke direction.
  • the drive element to be coupled to the rotating shaft may be a further shaft or a transmission element.
  • a positive connection between the rotating shaft on the one hand and an input shaft, an output shaft, a housing or a crown wheel of a differential gear, or a gear of an angular gear on the other hand can be provided.
  • Such devices can be used for example in the form of so-called disconnect systems for decoupling of parts of a drive train in a motor vehicle with switchable four-wheel drive, so that in two-wheel drive, the connection between the primary axis or the drive unit on the one hand and the secondary axis on the other hand can be at least partially shut down.
  • CONFIRMATION COPY called drive element as the starting element, or in the reverse direction.
  • the directional indications "axial” and “radial” always refer to the axis of the rotating shaft.
  • a solenoid for actuating the clutch allows for a hydraulic or pneumatic actuator a particularly simple and inexpensive construction.
  • the excitation coil of the lifting magnet can be wound around a yoke or a core of magnetizable material. Between the armature and the exciter coil or a front abutment surface of the yoke there is generally an air gap through which the maximum Verstellhub is given.
  • the armature and the first coupling part to be displaced are movable apart from each other and there is provided an effective between the armature and the first coupling part in the stroke direction spring device, which faces the first coupling part biases the anchor in the stroke direction.
  • the armature and the first coupling part to be displaced are therefore not rigidly coupled with each other, but flexible via a spring.
  • the first coupling part is preferably coupled to the armature via a driver device in such a way that, when the armature moves counter to the stroke direction, the armature entrains the first coupling part.
  • the driver can be in particular a Schugreifung.
  • the spring device is preferably effective on pressure. For example, can be arranged between a front end face of the armature seen in the stroke direction and a rear end face of the first coupling part, a compression spring. This is compressed in an axial movement of the armature in the stroke direction, provided that the first coupling part is prevented from axial movement.
  • the spring device is effective between the first coupling part and a component rotationally coupled to the armature or between the armature and a component rotationally coupled to the first coupling part.
  • the spring device can be connected to the first coupling part and be supported on the anchor via at least one thrust bearing.
  • the armature is rotationally coupled by the first coupling part through the axial bearing and can be fixedly mounted in the housing.
  • a return spring acting in particular between the excitation coil and the armature can be provided, which biases the two coupling parts, preferably in the opening direction, relative to one another.
  • a return spring makes it possible, for example, to open the clutch only to interrupt the power supply of Hubmagnetaniser.
  • the first coupling part as a coaxial to the rotating shaft sliding sleeve, in particular with frontal claws, executed.
  • the first coupling part is coupled to a synchronization element, which is axially movable relative to the first coupling part and can be latched in a basic position with the first coupling part. In the latched position, the actuating force is thus transmitted from the first coupling part to the synchronization element, which thus comes into operation and sets the synchronization of the two coupling parts in motion.
  • the latching between the synchronization element and the first coupling part can be released, so that the synchronization element is decoupled axially from the first coupling part and thus losses are minimized.
  • the synchronization element may have a friction cone, which cooperates in the basic position with a friction cone of the second coupling part when the armature is tightened.
  • the course of the synchronization force can be controlled by driving the Hubmagnetaniser, i. be adjusted by the height and duration of the magnetic force, according to the application.
  • the latching mechanism ensures that, when a maximum force acting in the stroke direction is exceeded, the axial coupling between the synchronization element and the first coupling part is released.
  • a ball mounted in the synchronization element and spring-biased in the radial direction can be provided, which in one Recess of the first coupling part snaps or vice versa.
  • the first coupling part can form an outer sleeve and the synchronization element can form an inner sleeve of a cylinder-like sliding component. It can thus be provided, so to speak, a two-part sliding sleeve in the radial direction, which equally provides the synchronization effect and causes the positive engagement.
  • the Hubmagnetan ist in a closed position of the coupling to a vanishing air gap.
  • a zero air gap there is a relatively low magnetic resistance, so that the electric power to hold this position is minimal.
  • the holding of the clutch in the closed position can thus be particularly energy-efficient.
  • Fig. 1 is a sectional view of a coupling arrangement according to an embodiment of the invention, wherein a coupling of the coupling arrangement is shown in an open position.
  • FIG. 2 shows the coupling arrangement according to Fig. 1 at the beginning of a synchronization process.
  • FIG. 3 shows the coupling arrangement according to FIG. 1 at a first time during a synchronization process.
  • FIG. 4 shows the coupling arrangement according to FIG. 1 at a second, later point in time during a synchronization process.
  • FIG. 5 shows the coupling arrangement according to FIG. 1 after completion of a synchronization process.
  • FIG. 6 shows the coupling arrangement according to FIG. 1 with a clutch in the closed position.
  • FIG. 7 is a force-displacement diagram illustrating the force curves on the coupling arrangement of FIG. 1 during various operating conditions.
  • Fig. 8 is a sectional view of a coupling assembly according to an alternative embodiment of the invention, showing a coupling of the coupling assembly in an open position.
  • FIG. 9 shows the coupling arrangement according to FIG. 8 at a first time during an engagement process.
  • FIG. 10 shows the coupling arrangement according to FIG. 8 at a second, later point in time during an engagement process.
  • FIG. 11 shows the coupling arrangement according to FIG. 8 with a coupling in the closed position.
  • a coupling arrangement according to a first embodiment of the invention is shown, which can be used at different positions within a drive train of a motor vehicle to selectively couple two components of the drive train with each other.
  • the coupling arrangement can form a longitudinal or a transverse disconnect system in a motor vehicle with manually or automatically connectable four-wheel drive.
  • the coupling assembly may be used to decouple the electric motor from the driveline when it is not needed or when excessive speed increase is to be prevented.
  • the coupling arrangement comprises a dog clutch 11, which is arranged on an input half-shaft 23 rotating about an axis of rotation R.
  • the dog clutch 11 comprises a first coupling part 20 and a second coupling part 21, which each have end-side jaws 22 and which can be brought together for closing the dog clutch 11 in a form-locking engagement.
  • the first coupling part 20 is coupled to the input half-wave 23, which is for example coupled to a front axle differential of the motor vehicle.
  • the second coupling ment part 21 is coupled to an output half-wave 25, which in turn is coupled, for example with a rear differential of the motor vehicle.
  • the dog clutch 11 When the two coupling parts 20, 21 are in positive engagement, the dog clutch 11 is engaged or closed and there is a torque transmission from the input half-shaft 23 to the output half-shaft 25, so for example from the front to the rear axle of the drive train instead ,
  • the dog clutch 11 is opened and the input half-shaft 23 is disconnected from the output half-shaft 25.
  • the opening and closing of the dog clutch 11 takes place by the first coupling part 20 being displaced along the axis of rotation R relative to the second coupling part 21.
  • a Hubmagnetan angel 27 which comprises an excitation coil 29 for generating a magnetic field and an attractable by the magnetic field of the excitation coil 29 along a stroke direction H anchor 31.
  • the excitation coil 29 can be controlled by means of a control device, not shown, so as to attract the armature 31 with a predetermined actuating force of predetermined duration.
  • the armature 31 and the first coupling part 20 are movable separately from one another in the direction of the rotation axis R, but are coupled to one another via a storage spring 33 on the one hand and a rear engagement 35 on the other hand.
  • the pressure-effective accumulator spring 33 is supported on the one hand on a viewed in the stroke direction H rear end 38 of the first coupling part 20 and on the other hand on a transmission ring 36, which in turn is supported via a thrust bearing 37 on the armature 31 fixed to the housing.
  • the accumulator spring 33 thus biases the first coupling part 20 with respect to the transmission ring 36 and consequently with respect to the armature 31 in the stroke direction H.
  • the thrust bearing 37 causes a rotary Decoupling between the transmission ring 36 and the armature 31.
  • a acting between the transmission ring 36 and the input half-wave 23 return spring 39 biases the jaw clutch 11 in the opening direction.
  • the return spring 39 could alternatively be arranged between the exciter coil 29 and the armature 31.
  • Rear engagement 35 in conjunction with the restoring spring 39, ensures that, when the armature 31 moves counter to the stroke direction H, the armature 31 carries along the first coupling part 20 via the transmission ring 36.
  • the sleeve-shaped first coupling part 20 encloses a radially inwardly located, likewise sleeve-shaped synchronization ring 40, whereby a two-part sliding sleeve is formed overall.
  • the synchronizing ring 40 is axially movable relative to the first coupling part 20, but can be latched via a latching device 43 in a basic position with this.
  • the latching device 43 is formed by a ball 45 mounted in the synchronization ring 40 and prestressed in the radial direction by a detent spring 47, which in the basic position snaps into a groove 49 of the first coupling part 20.
  • the ball could also be mounted in the first coupling part 20 and snap into a groove of the synchronization ring 40.
  • a projecting frictional cone 53 is formed, which is able to cooperate with a frictional cone 55 of the second coupling part 21. Since the first friction cone 53 and the second friction cone 55 are arranged projecting with respect to the claws 22, when the synchronization ring 40 is in the home position, the first friction cone 53 and the second friction cone 55 arrive during tightening of the armature 31 before the claws 22 of the coupling parts 20, 21 come into engagement.
  • the exciting coil 29 is supplied with an electric current and the armature 31 is attracted by the corresponding magnetic force.
  • the armature 31 pushes the transmission ring 36 and, via the storage spring 33, the first coupling part 20 in the stroke direction H.
  • the first friction cone 53 and the second friction cone 55 come into contact (FIG ).
  • a rotational speed equalization of the two coupling parts 20, 21 takes place, wherein the magnetic force can be increased stepwise, as illustrated by the field lines in FIGS. 2 to 6.
  • the course of the synchronization can be adjusted as desired both via the control of the exciter coil 29 and on the characteristic of the storage spring 33.
  • the storage spring 33 is tensioned during the synchronization process.
  • the armature 31 Due to the flexible coupling of the first coupling part 20 with the armature 31 via the storage spring 33, however, the armature 31 can move under further tensioning of the storage spring 33 into its end position shown in FIG. 5 with a vanishing air gap.
  • the exciter coil 29 must be supplied in this end position only with a minimum holding current, since due to the vanishing air gap, the magnetic resistance of the Hubmagnetan- order 27 is low.
  • the accumulator spring 33 remains taut and has sufficient power reserves to cause the dog clutch 11 to shift into the final closed position as soon as the claws 22 have reached a suitable "tooth gap” position.
  • the accumulator spring 33 relaxes by the clearance of the dog clutch 11.
  • the armature 31 remains rigidly in its end position during the final through-connection.
  • the accumulator spring 33 is designed so that it relaxes during the passage through the dog clutch 11 to a predetermined minimum force, which prevents accidental opening of the dog clutch 11 straight.
  • the current is turned off to the exciter coil 29, whereupon the return spring 39, the first coupling member 20 pushes back into the starting position.
  • the synchronization ring 40 locks again in its basic position with the first coupling part 20th
  • forces F occurring during the closing and during the opening of the dog clutch 11 are shown in a simplified manner as a function of the travel s of the armature 31.
  • the tightening force of the lifting magnet arrangement 27 is shown as a dashed line 57, the tightening force reduced by the spring force of the return spring 39 as a solid line 59.
  • the line 61 characterizes the spring force of the storage spring 33. In the region 63, the storage spring 33 is tensioned or relaxed. At 65 is the point at which it comes to a "tooth on tooth" position.
  • FIGS. 8 to 11 show a coupling arrangement according to an alternative embodiment of the invention, wherein identical or equivalent components are denoted by the same reference numerals as in the embodiment according to FIGS. 1 to 6.
  • the first coupling part 20 ' is here by a one-piece sliding sleeve formed, ie no synchronizing ring is provided.
  • This variant does not offer a synchronization function, but is less expensive than the embodiment according to FIGS. 1 to 6. In particular, fewer components and components that are easier to manufacture are required.
  • a modular system can be realized in a simple way. That Optionally, a synchronized dog clutch 11 or a less expensive, non-synchronized dog clutch 11 'may be provided using many of the same or similar components.
  • An important advantage of the invention is that the exciter coil 29 and the armature 31 are fixed to the housing and do not have to transmit any mechanical power.
  • the magnetically conductive parts are therefore of the mechanically clean parts separated clean, which is advantageous in that a high magnetic conductivity is basically associated with a low mechanical strength and vice versa.
  • components which have to transmit a torque do not conduct or magnetically insulate a magnetic field and can therefore be produced from high-strength standard materials.
  • all magnetic field leading parts do not require high mechanical strength and can thus be advantageously made of soft iron.
  • the invention enables a simple and inexpensive to implement claw clutch 11, 1 ⁇ , which manages without a complicated lock synchronization.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Système d'accouplement qui comporte un embrayage situé sur un arbre rotatif (2, 3) pour coupler ledit arbre sélectivement à un élément d'entraînement, une première partie d'embrayage (20) pouvant être mise en prise par complémentarité de forme avec une seconde partie d'embrayage (21) par décalage le long de l'axe de l'arbre rotatif par rapport à ladite seconde partie d'embrayage, pour coupler l'arbre rotatif avec l'élément d'entraînement (25), et un ensemble électro-aimant de levage (27) pour actionner l'embrayage, ledit ensemble électro-aimant de levage comportant une bobine d'excitation (29) pour produire un champ magnétique et un induit (31) pouvant être attiré par le champ magnétique de la bobine d'excitation dans une direction de levage. L'induit et la première partie d'embrayage à déplacer sont mobiles séparément l'un par rapport à l'autre et un dispositif à ressort (33) agissant dans la direction de levage, entre l'induit et la première partie d'embrayage, précontraint la première partie d'embrayage par rapport à l'induit dans la direction de levage (H).
PCT/EP2011/005055 2010-10-11 2011-10-10 Système d'accouplement WO2012048842A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112011103425T DE112011103425A5 (de) 2010-10-11 2011-10-10 Kopplungsanordnung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010048132.7 2010-10-11
DE102010048132 2010-10-11

Publications (1)

Publication Number Publication Date
WO2012048842A1 true WO2012048842A1 (fr) 2012-04-19

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Family Applications (1)

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PCT/EP2011/005055 WO2012048842A1 (fr) 2010-10-11 2011-10-10 Système d'accouplement

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DE (1) DE112011103425A5 (fr)
WO (1) WO2012048842A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014110220A1 (fr) * 2013-01-09 2014-07-17 Dana Automotive Systems Group, Llc Système de désolidarisation d'axe électromagnétique
WO2014114554A1 (fr) 2013-01-28 2014-07-31 Magna Powertrain Ag & Co Kg Embrayage débrayable pour un système d'entraînement hybride
DE102013207703A1 (de) * 2013-04-26 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Hybridantrieb für ein Fahrzeug
WO2015075183A1 (fr) * 2013-11-25 2015-05-28 Magna Powertrain Ag & Co Kg Embrayage
WO2015180717A3 (fr) * 2014-05-26 2016-01-21 Schaeffler Technologies AG & Co. KG Dispositif de synchronisation
WO2020193048A1 (fr) 2019-03-27 2020-10-01 Robert Bosch Gmbh Dispositif d'accouplement
DE102016222539B4 (de) * 2016-11-16 2021-05-06 Schaeffler Technologies AG & Co. KG Klauenkupplung mit Synchronisiereinrichtung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2562612A (en) * 1947-05-22 1951-07-31 Chrysler Corp Transmission clutch assembly
EP0475504A2 (fr) * 1990-09-11 1992-03-18 Baruffaldi S.P.A. Embrayage à griffes, à commande électromagnétique avec rotor à déplacement axial par l'enduit
WO2004109136A1 (fr) * 2003-06-05 2004-12-16 Select Design Technologies Limited Coupleurs de transmission
EP1903259A2 (fr) * 2006-09-20 2008-03-26 Baruffaldi S.p.A. Dispositif électromagnétique pour actionner un élément pour bloquer un corps rotatif, par exemple dans un différentiel
DE102007042695A1 (de) * 2007-09-07 2009-03-12 Volkswagen Ag Elektrisch betätigte Kupplungseinrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2562612A (en) * 1947-05-22 1951-07-31 Chrysler Corp Transmission clutch assembly
EP0475504A2 (fr) * 1990-09-11 1992-03-18 Baruffaldi S.P.A. Embrayage à griffes, à commande électromagnétique avec rotor à déplacement axial par l'enduit
WO2004109136A1 (fr) * 2003-06-05 2004-12-16 Select Design Technologies Limited Coupleurs de transmission
EP1903259A2 (fr) * 2006-09-20 2008-03-26 Baruffaldi S.p.A. Dispositif électromagnétique pour actionner un élément pour bloquer un corps rotatif, par exemple dans un différentiel
DE102007042695A1 (de) * 2007-09-07 2009-03-12 Volkswagen Ag Elektrisch betätigte Kupplungseinrichtung

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014110220A1 (fr) * 2013-01-09 2014-07-17 Dana Automotive Systems Group, Llc Système de désolidarisation d'axe électromagnétique
RU2607012C1 (ru) * 2013-01-09 2017-01-10 Дана Отомоутив Системз Груп, Ллк Электромагнитная система отключения моста
WO2014114554A1 (fr) 2013-01-28 2014-07-31 Magna Powertrain Ag & Co Kg Embrayage débrayable pour un système d'entraînement hybride
US9829052B2 (en) 2013-01-28 2017-11-28 Magna Powertrain Ag & Co Kg Shiftable clutch of a hybrid drive
DE102013207703A1 (de) * 2013-04-26 2014-10-30 Schaeffler Technologies Gmbh & Co. Kg Hybridantrieb für ein Fahrzeug
CN105765258A (zh) * 2013-11-25 2016-07-13 麦格纳动力系有限两合公司 离合器
KR101634873B1 (ko) * 2013-11-25 2016-06-29 마그나 파워트레인 게엠베하 운트 코 카게 클러치
JP2015111001A (ja) * 2013-11-25 2015-06-18 マグナ パワートレイン アーゲー ウント コ カーゲー クラッチ
KR20150060548A (ko) * 2013-11-25 2015-06-03 마그나 파워트레인 아게 운트 코 카게 클러치
WO2015075183A1 (fr) * 2013-11-25 2015-05-28 Magna Powertrain Ag & Co Kg Embrayage
CN105765258B (zh) * 2013-11-25 2017-12-12 麦格纳动力系有限两合公司 离合器
US10047802B2 (en) 2013-11-25 2018-08-14 Magna powertrain gmbh & co kg Clutch
WO2015180717A3 (fr) * 2014-05-26 2016-01-21 Schaeffler Technologies AG & Co. KG Dispositif de synchronisation
CN106415042A (zh) * 2014-05-26 2017-02-15 舍弗勒技术股份两合公司 同步装置
CN106415042B (zh) * 2014-05-26 2019-06-07 舍弗勒技术股份两合公司 同步装置
DE102016222539B4 (de) * 2016-11-16 2021-05-06 Schaeffler Technologies AG & Co. KG Klauenkupplung mit Synchronisiereinrichtung
WO2020193048A1 (fr) 2019-03-27 2020-10-01 Robert Bosch Gmbh Dispositif d'accouplement

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