WO2016192549A1 - 离合器系统及离合器分离轴承总成 - Google Patents

离合器系统及离合器分离轴承总成 Download PDF

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Publication number
WO2016192549A1
WO2016192549A1 PCT/CN2016/083115 CN2016083115W WO2016192549A1 WO 2016192549 A1 WO2016192549 A1 WO 2016192549A1 CN 2016083115 W CN2016083115 W CN 2016083115W WO 2016192549 A1 WO2016192549 A1 WO 2016192549A1
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Prior art keywords
clutch
stopper
ring
protrusion
release bearing
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Ceased
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PCT/CN2016/083115
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English (en)
French (fr)
Inventor
沈坚
韦亚军
常小刚
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of WO2016192549A1 publication Critical patent/WO2016192549A1/zh
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Ceased legal-status Critical Current

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    • 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
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • 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

Definitions

  • the present invention relates to the field of automotive technology, and in particular to a clutch system and a clutch release bearing assembly.
  • Existing clutch systems include a clutch including a diaphragm spring and a clutch operating mechanism for controlling clutch disengagement and engagement.
  • the clutch operating mechanism includes a split bearing 1 and a support ring 2, and the split bearing 1 is movably sleeved outside the support ring 2.
  • the split bearing 1 includes an outer ring 11 and an inner ring 12, and the outer ring 11 abuts against the diaphragm spring 31 in the axial direction, and the two can rotate in synchronization.
  • the support ring 2 is provided with an annular groove 20 toward the inner ring 12.
  • One end of the inner ring 12 is provided with a protrusion 13 extending into the annular groove 20, and a spring 32 is disposed in the groove 20, and the spring 32 applies an axial elastic force to the protrusion 13. (Arrow A)
  • the projection 13 is brought into contact with and abuts against the stopper 21 of the annular groove 20.
  • the release bearing 1 is movably sleeved outside the support ring 2, allowing the release bearing 1 to move radially with respect to the support ring 2 against the frictional force between the projection 13 and the stopper 21 to adjust the axis and the membrane of the outer ring 11.
  • the axes of the leaf springs 31 are on the same straight line, achieving an automatic centering function, and the clutch 3 transmits a stable torque between the engine and the transmission.
  • the problem with the split bearing shown in Fig. 1 is that when the clutch 3 is in the engaged state, the outer ring 11 is subjected to a large axial pressure applied by the diaphragm spring 31, so that the friction between the projection 13 and the stopper 21 is increased.
  • the large frictional force causes the separation bearing 1 to be unable to move radially or the radial displacement is small, and the self-centering of the separation bearing 1 becomes difficult, resulting in relative sliding of the diaphragm spring 31 and the separation bearing 1.
  • the inner ring 42 abuts against the diaphragm spring 51 in the axial direction and is rotatable relative to the outer ring 41; the outer ring 41 has a projection projecting radially toward the support ring 6.
  • the portion 43 is fixedly sleeved on the support ring 6 at an end away from the clutch 5 in the axial direction, and is provided with a stopper 61 axially opposite to the protrusion 43.
  • the protrusion 43 is abutted against the stopper 61 by the axial elastic force of the spring 52. .
  • the separation bearing 4 needs to overcome the friction between the protrusion 43 and the stopper 61 to be able to move radially, and realize the automatic centering function.
  • the split bearing 4 has the following problem: when the clutch 5 is in the engaged state, the split bearing 4 is subjected to a large pressure in the direction B, and the frictional force between the protrusion 43 and the stopper 61 is increased to cause the split bearing 4 to be automatically centered. Difficult.
  • the problem solved by the present invention is that the automatic centering of the existing clutch release bearing when the clutch is in the engaged state becomes difficult, resulting in relative sliding of the diaphragm spring and the release bearing.
  • the present invention provides a clutch release bearing assembly, comprising: a split bearing having a coaxially disposed inner ring and an outer ring, one of the inner ring and the outer ring being a rotatable ring and another One ring is a non-rotating ring, and the non-rotating ring is provided with a first protrusion protruding radially inward; a fixed stopper is disposed on a side of the first protrusion that is axially away from the clutch, and Abutting against the first protrusion; an elastic member for providing an axial elastic force to abut the first protrusion and the stopper; the first protrusion and the stopper pass the defense The friction method is resisted.
  • the anti-friction manner is: in the two surfaces of the first protrusion and the stopper abutting axially, one or both surfaces are coated with an anti-friction layer, the anti-friction layer It is made of anti-friction material.
  • the anti-friction manner is: along the axial direction of the separation bearing, an anti-friction gasket is disposed between the first protrusion and the stopper, and the anti-friction gasket is made of anti-friction material to make.
  • the anti-friction manner is that one or both of the stopper and the first protrusion are made of an anti-friction material.
  • the anti-friction material is molybdenum disulfide or polyaryl ether ketone.
  • the method further includes: a support ring, the separation bearing is movably sleeved outside the support ring; and the stopper is disposed on the support ring.
  • the support ring includes: a body portion and an extension portion that are axially connected and connected by a connection portion, the connection portion forms the stopper; the protrusion portion is formed with the connection portion The axially opposite eversion edge, the first protrusion protrudes between the outer flange and the connecting portion, and the elastic member abuts between the outer flange and the first protrusion.
  • the outer circumferential surface of the support ring is convexly provided with an annular protrusion toward the outer ring; the stopper is fixedly disposed outside the support ring, and the first protrusion protrudes into the protrusion The elastic member abuts between the protrusion and the first protrusion between the lifting member and the stopper.
  • the elastic member is a disc spring.
  • the present invention also provides a clutch system including: a clutch including a diaphragm spring; and a clutch operating mechanism for controlling separation and engagement of the clutch; the clutch operating mechanism comprising the clutch release bearing assembly of any of the above a diaphragm spring axially abutting the rotatable ring; an annular piston located on a side of the disengagement bearing axially away from the clutch, coupled to the stop for passing the stop The piece drives the non-rotating ring to move axially along the clutch.
  • the anti-friction method reduces the coefficient of friction between the first protrusion and the stopper. Even when the clutch is in the engaged state, the clutch applies a large axial pressure to the release bearing through the diaphragm spring, which increases the pressing force between the first projection and the stopper. However, due to the small coefficient of friction, the increased pressing force does not increase the friction between the first protrusion and the stopper more than the prior art, and the first protrusion and the stopper The friction between them is still very small. This makes it easy to automatically change the center of the split bearing, avoiding the relative sliding of the diaphragm spring and the split bearing, and the output torque of the engine is smoothly transmitted to the gearbox.
  • the small friction between the first protrusion and the stopper does not cause a large noise. Reducing noise pollution also avoids the problem of torque difference between the split bearing and the clutch, and reduces the vibration of the clutch system, which improves the performance of the vehicle's NVH (Noise, Vibration, Harshness). Further, the friction loss between the first protrusion and the stopper is small, and the service life of the separation bearing and the stopper is improved. In addition, the friction between the first projection and the stop is small, which reduces the strength requirement for the stopper.
  • Figure 1 is a partial cross-sectional view showing a conventional separation bearing
  • Figure 2 is a partial cross-sectional view showing another prior art separation bearing
  • Figure 3 is a cross-sectional view of the clutch system of the first embodiment of the present invention taken along the axial direction of the clutch;
  • Figure 4 is a partial cross-sectional view of the release bearing assembly of the clutch system of Figure 3;
  • Figure 5 is a perspective view of the support ring of the split bearing assembly of Figure 4.
  • Figure 6 is a partial cross-sectional view showing the separation bearing assembly in the clutch system of the second embodiment of the present invention.
  • Figure 7 is a perspective view of the stop member of the split bearing assembly of Figure 6.
  • the present embodiment provides a clutch system 10 including a clutch 100 including a diaphragm spring 101 and a clutch operating mechanism 200 for controlling the clutch 100 to be disengaged and engaged.
  • the clutch operating mechanism 200 includes a split bearing assembly 201 and a Concentric Slave Cylinder (CSC) 202.
  • the coaxial slave cylinder 202 includes: a guide sleeve 204 having a through hole (not labeled) for receiving the input shaft of the transmission; An annular piston 203 movably sleeved outside the guide sleeve 204 is located on a side of the split bearing assembly 201 axially away from the clutch 100.
  • the split bearing assembly 201 includes a support ring 220 coupled to the piston 203 in the axial direction, an elastic member 230 sleeved outside the support ring 220 and having an annular shape, and a separation bearing 210.
  • the separating bearing 210 has an inner ring 211 and an outer ring 212 disposed coaxially, and a plurality of rolling bodies 213 between the inner ring 211 and the outer ring 212.
  • the separating bearing 210 is movably sleeved outside the support ring 220 through the inner ring 211.
  • the outer ring 212 abuts against the diaphragm spring 101 in the axial direction of the clutch 100, the diaphragm spring 101 and the outer ring 212 can rotate synchronously when the clutch 100 is engaged, and the inner ring 211 is a non-rotating ring, and the piston 203 is used to pass the support ring 220.
  • the inner ring 211 is driven to move in the axial direction of the clutch 100.
  • the non-rotating ring of the inner ring 211 means that the clutch system is a non-rotating ring during normal operation, but when the clutch system is operated under low temperature conditions (such as minus 30 degrees Celsius to minus 50 degrees Celsius), the bearing 210 is separated. The grease condenses to cause obstruction, and the inner ring 211 may be rotated when the outer ring 212 rotates.
  • the inner ring 211 is axially adjacent to the end of the clutch 100 with a first projection 240 that projects radially toward the support ring 220 and surrounds the central axis of the separation bearing 210.
  • the support ring 220 is provided with an accommodation space 222 in which the opening 221 is opened radially toward the inner ring 211, and has axially opposite side walls 223 and a stopper 224.
  • the first protrusion 240 projects into the accommodating space 222 and has a radial gap with the accommodating space 222 to enable the detaching bearing 210 to move relative to the support ring 220 in the radial direction.
  • the elastic member 230 is disposed in the accommodating space 222 and axially abuts between the side wall 223 and the first protrusion 240 for applying an axial elastic force to the first protrusion 240. Due to the elastic force, the first protrusion 240 abuts against the stopper 224 in the axial direction away from the clutch 100, and the elastic member 230 plays a certain limit on the position of the separation bearing 210, thereby preventing the separation bearing 210 from moving and separating.
  • the bearing assembly 201 is compact.
  • the anti-friction manner is that the surface of the stopper 224 facing the first protrusion 240 in the axial direction is coated with an anti-friction layer 225, which is made of an anti-friction material, the first protrusion 240 and the anti-friction Layer 225 is in contact.
  • the anti-friction material has a lower coefficient of friction which reduces the friction between the first protrusion 240 and the stop 224 when abutting.
  • the clutch 100 applies a large axial pressure in the direction C to the release bearing 210 through the diaphragm spring 101, the larger axial pressure causing the first projection 240 and the stop
  • the pressing force between the pieces 224 is increased, but since the friction coefficient of the anti-friction layer 225 is small, the above-described large pressing force does not cause the first protrusion 240 and the stopper 224 as compared with the prior art. The friction between them is greatly increased, and the friction between the first protrusion 240 and the stopper 224 is still small.
  • the small friction between the first protrusion 240 and the stopper 224 does not generate large noise and reduces noise pollution, and also avoids There is a torque difference between the outer ring 212 and the clutch 100, which reduces the vibration of the clutch system, which improves the NVH (Noise, Vibration, Harshness) performance of the car.
  • the friction loss of the first protrusion 240 is small, so that the service life of the separation bearing 210 and the support ring 220 can be improved.
  • the friction between the first protrusion 240 and the anti-friction layer 225 is reduced, which reduces the strength requirements for the support ring 220 and the coaxial slave cylinder 202.
  • the anti-friction material may be selected from molybdenum disulfide or polyaryletherketone (PAEK).
  • PAEK polyaryletherketone
  • the anti-friction layer 225 is formed by coating molybdenum disulfide on the surface of the stopper 224 facing the first protrusion 240; The heat curing treatment causes the molybdenum disulfide grease to strongly adhere to the stopper 224.
  • PAEK is a polymer in which a phenylene-like ring is bonded through an ether bond and a carbonyl group, and has good fatigue resistance and wear resistance.
  • the method of forming the anti-friction layer 225 using PAEK is similar to the method of forming the anti-friction layer made of the above-described molybdenum disulfide, and will not be described in detail.
  • anti-friction layer 225 In addition to the anti-friction material exemplified above, other anti-friction materials having good adhesion and abrasion resistance may be selected to form the anti-friction layer 225.
  • the surface of the first protrusion 240 facing the stopper 224 in the axial direction is coated with an anti-friction layer; or, at the first protrusion 240 and the stopper 224 Both surfaces facing in the axial direction are coated with an anti-friction layer. This also makes it easy to automatically center the separation bearing 210.
  • an anti-friction gasket (not shown) is disposed between the first protrusion 240 and the stopper 224, and the anti-friction gasket is clamped.
  • the anti-friction gasket has a small frictional force between the first protrusion 240 and the stopper 224, further making the friction between the inner first protrusion 240 and the stopper 224 small.
  • the first protrusion 240 and the inner ring 211 are of a unitary structure, and the stopper 224 and the support ring 220 are integrally connected. Therefore, as another modification of the anti-friction method, the inner ring 211 may be One or both of the support rings 220 are made of an anti-friction material such that the friction between the first protrusion 240 and the stop 224 is reduced, while the lesser friction also reduces the support ring 220.
  • the strength requirement which also adds to the possibility that the support ring 220 can be made of a lower strength anti-friction material.
  • the ring member can be separately designed to be made of an anti-friction material.
  • the stop member is formed by a separate annular member circumscribing the support ring, the ring member can be designed to be made of an anti-friction material.
  • the anti-friction method of any of the above embodiments can be selected as needed to improve the automatic centering function of the release bearing.
  • first protrusion 240 is an annular structure and can be integrally formed with the inner ring 211 to form Simple process.
  • the number of the first protrusions is plural, and all of the first protrusions protrude in the radial direction toward the support ring and are spaced apart in the circumferential direction of the support ring.
  • FIG. 5 is a support ring 220 that is not finalized, and includes a body portion 227 and a protruding portion 228 that are axially connected and connected by a connecting portion 226, wherein the outer diameter of the protruding portion 228 is smaller than the outer portion of the body portion 227.
  • the diameter, the connecting portion 226 is a finally formed stopper 224 (refer to FIG. 4).
  • the release bearing 210 is first axially sleeved outside the extension portion 228; then, the elastic member 230 is axially separated from the extension portion 228 away from the body portion 227.
  • the extension 228 is placed over the extension 228; then, the extension 228 is subjected to an outer flange treatment toward the connection portion 226 to obtain an eversion edge 229.
  • the outer flange 229 is a final formed side wall 223, and the outer flange 229 is axially opposed to the connecting portion 226 to enclose the receiving space 222.
  • the support ring has a radially opposite inner circumferential surface and an outer circumferential surface in a cylindrical shape, and the outer circumferential surface is turned in the circumferential direction. And the accommodation space is formed.
  • the elastic member 230 selects a disc spring which is a special spring which is tapered in the axial direction and is subjected to a load, and stores a certain potential energy after being subjected to load deformation, and releases a part of the potential energy after the load disappears. The deformation is restored to press the first protrusion 240 and the stopper 224.
  • the elastic member may also be a coil spring which is sleeved outside the support ring and provides an elastic force to the first projection in the axial direction.
  • the first protrusion 240 and the accommodation space 222 are disposed in the axial direction close to the clutch 100.
  • the first protrusion and the corresponding receiving space may also be disposed on a side away from the clutch in the axial direction if the installation space permits.
  • the inner ring 311 is a rotatable ring and the outer ring 312 is a non-rotating ring.
  • the clutch 400 is abutted against the inner ring 311 by a diaphragm spring 401 which is rotatable in synchronism with the inner ring 311, wherein the separation bearing 300 is axially separated
  • an annular piston (not shown) is used to drive the outer ring 312 to axially move the release bearing 300;
  • the outer ring 312 is provided with a first protrusion 314 protruding radially toward the support ring 320 and surrounding the support ring 320; the outer circumferential surface of the support ring 320 is convexly provided with an annular protrusion 321 toward the outer ring 312 in the radial direction, in the separation bearing
  • the side of the 300 axially remote from the clutch 400 is provided with an annular stop 322 which is located on the side of the projection 321 axially away from the clutch 400.
  • the first protrusion 314 extends between the protrusion 321 and the stopper 322, and the elastic member 330 is axially abutted between the protrusion 321 and the first protrusion 314 for applying an elastic force to the first protrusion 314. It is abutted against the stopper 322.
  • an anti-friction layer 323 is provided on the surface of the stopper 322 in the axial direction toward the projection 321 .
  • the stop member 322 and the support ring 320 are connected to each other by a limiting groove 324 surrounding the central axis of the support ring 320 on the outer circumferential surface of the support ring 320.
  • the stopper 326 is disposed in the limiting groove 324.
  • the stopper and the support ring may be integrally formed, or the support ring may be flanged to obtain an outer turn to form a stopper.

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

Abstract

一种离合器分离轴承总成（201），包括：分离轴承（210），具有同轴设置的内圈（211）和外圈（212），该内圈和外圈中的其中一个为可转动圈且另一个为非转动圈，非转动圈设有沿径向向内突出的第一突部（240，314）；固定的止挡件（224，322），设于第一突部沿轴向远离离合器（100）的一侧，且与第一突部轴向抵靠；弹性件（230，330），用于提供轴向弹力以使第一突部与止挡件抵靠；第一突部与止挡件通过防摩擦方式抵靠。本离合器分离轴承总成可以使得分离轴承自动变心变得容易，同时改善了汽车的NVH性能，分离轴承及止挡件的使用寿命高。同时还公开了一种包括该离合器分离轴承总成的离合器系统（10）。

Description

离合器系统及离合器分离轴承总成
本申请要求于2015年6月2日提交中国专利局、申请号为201510296794.5、发明名称为“离合器系统及离合器分离轴承总成”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及汽车技术领域，特别是涉及一种离合器系统及离合器分离轴承总成。
背景技术
现有的离合器系统包括：包含膜片弹簧的离合器；用于控制离合器分离与接合的离合器操纵机构。
参照图1，离合器操纵机构包括分离轴承1及支撑环2，分离轴承1可移动地套设于支撑环2外。分离轴承1包括：外圈11和内圈12，外圈11沿轴向与膜片弹簧31抵靠，两者能够同步转动。支撑环2朝向内圈12设有环形槽20，内圈12的一端设有突部13伸入环形槽20内，在凹槽20内设有弹簧32，弹簧32对突部13施加轴向弹力(箭头A)使突部13与环形槽20的止挡件21接触并抵靠。
分离轴承1可移动地套设于支撑环2外，允许分离轴承1克服突部13与止挡件21之间的摩擦力相对支撑环2沿径向移动，以调节外圈11的轴线与膜片弹簧31的轴线在同一条直线上，实现自动定心功能，离合器3在发动机与变速器之间传递稳定转矩。
图1所示分离轴承存在的问题是：当离合器3处于接合状态，外圈11受到膜片弹簧31施加的较大轴向压力，使得突部13与止挡件21之间的摩擦力增大，该较大的摩擦力会使分离轴承1无法发生径向移动或径向移动位移较小，分离轴承1自动定心变得困难，导致膜片弹簧31与分离轴承1发生相对滑动。
参照图2，现有另一种分离轴承4中，内圈42沿轴向与膜片弹簧51抵靠且能够相对外圈41转动；外圈41具有沿径向朝向支撑环6凸出的突部43，在支撑环6上沿轴向远离离合器5的一端固定套设有与突部43轴向相对的止挡件61，突部43受弹簧52的轴向弹力与止挡件61抵靠。其中，分离轴承4需克服突部43和止挡件61之间的摩擦力才能发生径向移动，实现自动定心功能。分离轴承4存在以下问题：在离合器5处于接合状态时，分离轴承4受到沿方向B的较大压力，突部43和止挡件61之间摩擦力增大而导致分离轴承4自动定心变得困难。
发明内容
本发明解决的问题是，现有离合器分离轴承在离合器处于接合状态时的自动定心变得困难，导致膜片弹簧与分离轴承发生相对滑动。
为解决上述问题，本发明提供一种离合器分离轴承总成，包括：分离轴承，具有同轴设置的内圈和外圈，所述内圈和外圈中的其中一个圈为可转动圈且另一个圈为非转动圈，所述非转动圈设有沿径向向内突出的第一突部；固定的止挡件，设于所述第一突部沿轴向远离离合器的一侧，且与第一突部轴向抵靠；弹性件，用于提供轴向弹力以使所述第一突部与所述止挡件抵靠；所述第一突部与所述止挡件通过防摩擦方式抵靠。
可选地，所述防摩擦方式为：在所述第一突部和止挡件沿轴向抵靠的两表面中，其中一个或两个表面涂覆有防摩擦层，所述防摩擦层是由防摩擦材料制成。
可选地，所述防摩擦方式为：沿分离轴承的轴向，在所述第一突部和止挡件之间设有防摩擦垫片，所述防摩擦垫片是由防摩擦材料制成。
可选地，所述防摩擦方式为：在所述止挡件和所述第一突部中，其中一个或两个由防摩擦材料制成。
可选地，所述防摩擦材料为二硫化钼、或聚芳醚酮。
可选地，还包括：支撑环，所述分离轴承可移动地套设于支撑环外；所述止挡件设于所述支撑环。
可选地，所述支撑环包括：通过连接部轴向连接且呈环形的本体部和伸出部，所述连接部形成了所述止挡件；所述伸出部形成有与所述连接部轴向相对的外翻边，所述第一突部伸入外翻边和连接部之间，所述弹性件抵设于所述外翻边和第一突部之间。
可选地，所述支撑环的外圆周面沿径向朝向外圈凸设有环形凸起；所述止挡件固定套装在所述支撑环外，所述第一突部伸入所述凸起和止挡件之间，所述弹性件抵设于所述凸起和第一突部之间。
可选地，所述弹性件为碟形弹簧。
本发明还提供一种离合器系统，包括：包含膜片弹簧的离合器、以及用于控制所述离合器分离与接合的离合器操纵机构；所述离合器操纵机构包括上述任一所述的离合器分离轴承总成，所述膜片弹簧沿轴向与所述可转动圈抵靠；环形活塞，位于所述分离轴承沿轴向远离离合器的一侧，与所述止挡件连接，用于通过所述止挡件驱使所述非转动圈沿离合器轴向移动。
与现有技术相比，本发明的技术方案具有以下优点：
防摩擦方式降低了第一突部和止挡件之间的摩擦系数。即使是，当离合器处于接合状态时，离合器通过膜片弹簧对分离轴承施加很大的轴向压力，该较大的轴向压力使得第一突部和止挡件之间的压紧力增大，但由于摩擦系数小，与现有技术相比，增大的压紧力不会使第一突部和止挡件之间的摩擦力有较大幅度增加，第一突部和止挡件之间的摩擦力还是很小。这使得分离轴承自动变心变得容易，避免膜片弹簧和分离轴承出现相对滑动，发动机的输出转矩平顺传递至变速箱。
而且，第一突部和止挡件之间较小的摩擦力不会产生较大噪声而 减小噪声污染，也避免了分离轴承与离合器之间存在转矩差，减小离合器系统振动的问题，这改善了汽车的NVH(Noise、Vibration、Harshness)性能。进一步地，第一突部和止挡件之间的摩擦损耗小，提升分离轴承和止挡件的使用寿命。另外，第一突部和止挡件之间的摩擦力很小，这降低了对止挡件的强度需求。
附图说明
图1是现有一种分离轴承的局部剖面图；
图2是现有另一种分离轴承的局部剖面图；
图3是本发明第一实施例的离合器系统沿离合器轴向的剖面图；
图4是图3的离合器系统中，分离轴承总成的局部剖面图；
图5是图4的分离轴承总成中支撑环的立体图；
图6是本发明第二实施例的离合器系统中，分离轴承总成的局部剖面图；
图7是图6的分离轴承总成中，止挡件的立体图。
具体实施方式
为使本发明的上述目的、特征和优点能够更为明显易懂，下面结合附图对本发明的具体实施例做详细的说明。
第一实施例
参照图3，本实施例提供一种离合器系统10，包括：包含有膜片弹簧101的离合器100；用于控制离合器100分离与接合的离合器操纵机构200。离合器操作机构200包括：分离轴承总成201；同轴从动缸(Concentric Slave Cylinder，简称CSC)202。同轴从动缸202包括：引导套204，具有用于容纳变速箱输入轴的通孔(未标识)； 可移动地套设于引导套204外的环形活塞203，位于分离轴承总成201沿轴向远离离合器100的一侧。
参照图3和图4，分离轴承总成201包括：支撑环220，沿轴向和活塞203连接；套设于支撑环220外且呈环形的弹性件230；分离轴承210。分离轴承210具有同轴设置的内圈211和外圈212，以及位于内圈211和外圈212之间的若干滚动体213，分离轴承210通过内圈211可移动地套设于支撑环220外，其中内圈211与支撑环220之间具有径向间隙，允许分离轴承210相对支撑环220沿径向移动以改变其中轴线的位置，实现自动定心。外圈212沿离合器100轴向与膜片弹簧101抵靠，膜片弹簧101与外圈212在离合器100接合时能够同步转动，而内圈211为非转动圈，活塞203用于通过支撑环220驱使内圈211沿离合器100的轴向移动。
需要说明的是，内圈211为非转动圈是指离合器系统在正常工作时为非转动圈，但是当离合器系统在低温条件(如零下30摄氏～零下50摄氏度)下运行时，分离轴承210中的油脂冷凝而造成阻碍，可能会出现外圈212转动时带动内圈211转动的状况。
参照图4，内圈211沿轴向靠近离合器100的一端设有：沿径向朝向支撑环220凸出且环绕分离轴承210中轴线的第一突部240。支撑环220设有开口221沿径向朝向内圈211开设的容纳空间222，具有轴向相对的侧壁223和止挡件224。第一突部240伸入容纳空间222中，并与容纳空间222具有径向间隙，以使分离轴承210能够沿径向相对支撑环220移动。弹性件230设于容纳空间222中，并沿轴向抵设于侧壁223和第一突部240之间，用于对第一突部240施加轴向弹力。受弹力作用，第一突部240沿轴向背向离合器100的一侧与止挡件224抵靠，弹性件230对分离轴承210的位置起到一定限制作用，避免分离轴承210随意移动，分离轴承总成201结构紧凑。
参照图4和图5，其中第一突部240和止挡件224之间通过防摩擦方式抵靠，其中防摩擦方式是指降低第一突部240和止挡件224之 间的摩擦力的方式。该防摩擦方式为：止挡件224沿轴向面向第一突部240的表面涂覆有防摩擦层225，该防摩擦层225是由防摩擦材料制成，第一突部240与防摩擦层225接触。防摩擦材料具有较低的摩擦系数，这降低了第一突部240和止挡件224之间在抵靠时的摩擦力。即使是，当离合器100处于接合状态时，离合器100通过膜片弹簧101对分离轴承210施加沿方向C的很大的轴向压力，该较大的轴向压力使得第一突部240与止挡件224之间的压紧力增大，但由于防摩擦层225的摩擦系数较小，因此与现有技术相比，上述较大压紧力不会使第一突部240和止挡件224之间的摩擦力有较大幅度增加，第一突部240和止挡件224之间的摩擦力还是很小。
这样，参照图3和图4，当离合器100的中轴线与分离轴承210的中轴线偏心时，分离轴承210只需要克服第一突部240和止挡件224之间较小的摩擦力，就能够发生径向移动，使得分离轴承210的中轴线与离合器100的中轴线在同一直线上，分离轴承210的自动定心变得容易实现，避免了膜片弹簧101与分离轴承210出现相对滑动，确保离合器100和外圈212及时同步转动，发动机的输出转矩平顺传递至变速箱。
进一步地，与现有技术相比，在分离轴承210自动定心时，第一突部240和止挡件224之间较小的摩擦力不会产生较大噪声而减小噪声污染，也避免了外圈212与离合器100之间存在转矩差，减小了离合器系统的振动，这改善了汽车的NVH(Noise、Vibration、Harshness)性能。而且，第一突部240的摩擦损耗小，从而可以提升分离轴承210和支撑环220的使用寿命。另外，第一突部240和防摩擦层225之间的摩擦力减小，这降低了对支撑环220及同轴从动缸202的强度需求。
对于防摩擦层225，防摩擦材料可以选择二硫化钼或聚芳醚酮(PAEK)。以二硫化钼为例，防摩擦层225的形成方法为：将二硫化钼脂涂覆在止挡件224朝向第一突部240的表面上；之后，进行加 热固化处理，使二硫化钼润滑脂强力粘附在止挡件224上。以PAEK为例，PAEK是一种类亚苯基环通过醚键和羰基连接而成的聚合物，具有较好的耐疲劳性和耐磨性。使用PAEK的防摩擦层225的形成方法与上述二硫化钼制成的防摩擦层形成方法类似，不再详述。
除上述示例的防摩擦材料外，还可以选择其他具有良好粘附性及耐磨性的防摩擦材料，来制成防摩擦层225。
作为防摩擦方式的一种变形例，还可以是：在第一突部240沿轴向面向止挡件224的表面涂覆有防摩擦层；或者，在第一突部240和止挡件224轴向相向的两个表面均涂覆有防摩擦层。这同样可以使分离轴承210自动定心变得容易。
作为防摩擦方式的另一种变形例，还可以是：在第一突部240和止挡件224之间设有防摩擦垫片(图中未示出)，防摩擦垫片卡紧地套设在支撑环220上，防摩擦垫片与第一突部240和止挡件224之间均具有较小摩擦力，进一步使得内第一突部240和止挡件224之间的摩擦力较小。
在图4中，第一突部240和内圈211为一体结构，止挡件224和支撑环220为一体连接，因此，作为防摩擦方式的又一种变形例，还可以是：内圈211和支撑环220中的其中一个或两个使用防摩擦材料制成，使第一突部240和止挡件224之间的摩擦力减小，而较小的摩擦力也降低了对支撑环220的强度需求，这也为支撑环220能够使用强度较低的防摩擦材料制成增添了可能性。作为再一种变形例，若第一突部是一个独立的环形件外接在内圈上而形成，此时可单独设计该环形件使用防摩擦材料制成。相应地，若止挡件是一个独立的环形件外接在支撑环上而形成，此时可设计该环形件使用防摩擦材料制成。
在具体应用场合，可根据需要选择上述任一种实施例的防摩擦方式来改善分离轴承的自动定心功能。
另外，第一突部240为环形结构，可与内圈211一体形成，形成 工艺简单。作为一种变形例，还可以是：第一突部的数量为多个，所有第一突部沿径向朝向支撑环突出且沿支撑环的周向方向间隔分布。
参照图5，图5为未最终成型的支撑环220，包括：通过连接部226轴向连接且呈环形的本体部227和伸出部228，其中伸出部228的外径小于本体部227的外径，连接部226为最终成型的止挡件224(参照图4)。结合参照图4，支撑环220和分离轴承210装配时，先将分离轴承210沿轴向套设于伸出部228外；接着，将弹性件230从伸出部228沿轴向远离本体部227的一端套在伸出部228上；紧接着，对伸出部228朝向连接部226进行外翻边处理得到外翻边229。其中外翻边229为最终成型的侧壁223，外翻边229与连接部226轴向相对而围成容纳空间222。
作为容纳空间的另一种变形例，还可以通过下述方式形成：支撑环具有径向相背的内圆周面和外圆周面而呈筒状，对该外圆周面沿周向方向进行车削加工而形成容纳空间。
在图4中，弹性件230选择碟形弹簧，碟形弹簧是在轴向上呈锥形并承受负载的特殊弹簧，在承受负载变形后储蓄一定的势能，并在负载消失后释放部分势能而恢复形变，以使第一突部240和止挡件224压紧。作为一种变形例：弹性件也可选择螺旋弹簧，螺旋弹簧套在支撑环外，在轴向上对第一突部提供弹力。
需要说明的是，在图4中，第一突部240和容纳空间222沿轴向靠近离合器100设置。若安装空间允许，还可在沿轴向远离离合器的一侧设置所述第一突部及对应的容纳空间。
第二实施例
与第一实施例相比，第二实施例的不同之处在于：
参照图6，分离轴承300中，内圈311为可转动圈且外圈312为非转动圈。离合器400通过膜片弹簧401与内圈311相抵，所述膜片弹簧401可以和内圈311同步转动，其中在分离轴承300沿轴向远离 离合器400的一侧，环形活塞(图中未示出)用于驱使外圈312来使分离轴承300轴向移动；
外圈312设有沿径向朝向支撑环320突出且环绕支撑环320的第一突部314；支撑环320的外圆周面沿径向朝向外圈312凸设有环形凸起321，在分离轴承300沿轴向远离离合器400的一侧设有环形的止挡件322，止挡件322位于凸起321沿轴向远离离合器400的一侧。第一突部314伸入凸起321和止挡件322之间，弹性件330沿轴向抵设于凸起321和第一突部314之间，用于为第一突部314施加弹力而使其和止挡件322抵靠。结合参照图7，在止挡件322沿轴向朝向凸起321的表面设有防摩擦层323。
其中，止挡件322和支撑环320的连接方式为：在支撑环320外圆周面凹设有环绕支撑环320中轴线的限位槽324，止挡件326卡设于该限位槽324中。作为一种变形例，还可以是：止挡件和支撑环为一体形成，或者对支撑环进行翻边处理得到外翻边形成了止挡件。
除与第一实施例的不同之处外，第二实施例的分离轴承总成的其他结构可参考第一实施例的内容，在此不再赘述。
虽然本发明披露如上，但本发明并非限定于此。任何本领域技术人员，在不脱离本发明的精神和范围内，均可作各种更动与修改，因此本发明的保护范围应当以权利要求所限定的范围为准。

Claims (10)

  1. 一种离合器分离轴承总成，包括：分离轴承，具有同轴设置的内圈和外圈，所述内圈和外圈中的其中一个圈为可转动圈且另一个圈为非转动圈，所述非转动圈设有沿径向向内突出的第一突部；
    固定的止挡件，设于所述第一突部沿轴向远离离合器的一侧，且与第一突部轴向抵靠；
    弹性件，用于提供轴向弹力以使所述第一突部与所述止挡件抵靠；
    其特征在于，所述第一突部与所述止挡件通过防摩擦方式抵靠。
  2. 如权利要求1所述的离合器分离轴承总成，其特征在于，所述防摩擦方式为：在所述第一突部和止挡件沿轴向抵靠的两表面中，其中一个或两个表面涂覆有防摩擦层，所述防摩擦层是由防摩擦材料制成。
  3. 如权利要求1所述的离合器分离轴承总成，其特征在于，所述防摩擦方式为：沿分离轴承的轴向，在所述第一突部和止挡件之间设有防摩擦垫片，所述防摩擦垫片是由防摩擦材料制成。
  4. 如权利要求1所述的离合器分离轴承总成，其特征在于，所述防摩擦方式为：在所述止挡件和所述第一突部中，其中一个 或两个由防摩擦材料制成。
  5. 如权利要求2～4任一项所述的离合器分离轴承总成，其特征在于，所述防摩擦材料为二硫化钼、或聚芳醚酮。
  6. 如权利要求1所述的离合器分离轴承总成，其特征在于，还包括：支撑环，所述分离轴承可移动地套设于支撑环外；
    所述止挡件设于所述支撑环。
  7. 如权利要求6所述的离合器分离轴承总成，其特征在于，所述支撑环包括：通过连接部轴向连接且呈环形的本体部和伸出部，所述连接部形成了所述止挡件；
    所述伸出部形成有与所述连接部轴向相对的外翻边，所述第一突部伸入外翻边和连接部之间，所述弹性件抵设于所述外翻边和第一突部之间。
  8. 如权利要求6所述的离合器分离轴承总成，其特征在于，所述支撑环的外圆周面沿径向朝向外圈凸设有环形凸起；
    所述止挡件固定套装在所述支撑环外，所述第一突部伸入所述凸起和止挡件之间，所述弹性件抵设于所述凸起和第一突部之间。
  9. 如权利要求1所述的离合器分离轴承总成，其特征在于，所述弹性件为碟形弹簧。
  10. 一种离合器系统，包括：包含膜片弹簧的离合器、以及用于控制所述离合器分离与接合的离合器操纵机构；
    其特征在于，所述离合器操纵机构包括：权利要求1～9任一项所述的离合器分离轴承总成，所述膜片弹簧沿轴向与所述可转动圈抵靠；
    环形活塞，位于所述分离轴承沿轴向远离离合器的一侧，与所述止挡件连接，用于通过所述止挡件驱使所述非转动圈沿离合器轴向移动。
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