WO2018177468A1

WO2018177468A1 - Shaft-hub connection comprising clamping element for splines and drive train

Info

Publication number: WO2018177468A1
Application number: PCT/DE2018/100248
Authority: WO
Inventors: Dieter EIREINER; Hartmut Mende
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2017-03-29
Filing date: 2018-03-21
Publication date: 2018-10-04
Also published as: CN110462238B; CN110462238A; DE102017106701A1; DE112018001717A5

Abstract

The invention relates to a shaft-hub connection (1) for a drive train of a motor vehicle, for connection of a DMF secondary flange (2) to a torque uptake part (3), having a shaft (4) comprising a first spline (5) and a hub (7) comprising a second spline (6) engaged with the first spline (5), wherein a clamping element (8) pretensioned in the radial direction is supported on the shaft (4) and the hub (7) in such a way that a friction between the clamping element (8) and the shaft (4) and/or between the clamping element (8) and the hub (7) acts in a manner inhibiting a relative rotation of the shaft (4) in relation to the hub (7), wherein the shaft (4) and the hub (7) each form a hollow shaft end portion (9, 10) comprising the splines (5, 6), wherein the clamping element (8) engages around the end face of a first shaft end portion (9) of the shaft (4) and around the end face of a second shaft end portion (10) of the hub (7). The invention also relates to a drive train.

Description

Shaft-hub connection with clamping element for splines

The invention relates to a shaft-hub connection for a drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, for connecting a ZMS secondary flange, i. a secondary flange of a dual mass flywheel, on a torque receiving part, with a first (axial) spline shaft and a, with the first spline engaged, second (axial) spline hub having, on the shaft and the hub in a radial direction prestressed tensioning element is supported such that a friction between the bracing element and the shaft and / or between the bracing element and the hub acts in an inhibiting manner on a relative rotation of the shaft to the hub. In addition, the invention relates to a drive train for a motor vehicle.

Solutions for the integration and connection of secondary flanges of a dual-mass flywheel on a torque receiving part in the manner of a shaft of a clutch or a transmission are already known from the prior art.

In addition, numerous torque transmission devices are already known from the prior art. For example, DE 10 2005 730 540 A1 discloses a torque transmission device of a drive train of a motor vehicle for torque transmission between a drive unit, in particular an internal combustion engine, with an output shaft, in particular a crankshaft, and a transmission with at least two transmission input shafts.

From DE 10 2015 219 251 A1, a shaft-hub connection in connection with clutches, in particular double clutches, is also disclosed in the prior art, with the invention also being found in this field. Thus, the earlier published patent publication discloses a hub for a shaft-hub connection, in particular for a drive train of a motor vehicle, with an inner profile, in particular der an internal toothing, for interlocking cooperation with an outer profile, in particular an external toothing, a shaft rotatable about a rotation axis. Further prior art is also known from DE 10 2014 212 844 A1.

Furthermore, the applicant internal prior art is known, which had been filed in the form of a German patent application with the file number 10 2017 104 598.8 on 06.03.2017 at the German Patent and Trademark Office and also a shaft-hub connection for a drive train of a motor vehicle disclosed. Herein in particular a spring plate with radially outwardly projecting securing hook is disclosed, said spring plate is inserted into a radial gap between the hub and the shaft in the region of the splines. Thus, in other words, already known from the prior art, a shaft-hub connection, in the axial splines between the ZMS secondary därflansch and a torque receiving part in the form of a shaft (preferably input shaft) of a clutch or a transmission are present. To avoid rattling noises due to engine vibrations in the splines when playing in the splines, a spring plate is used.

However, the disadvantage of the last-mentioned embodiment in particular is that, given an installation space-optimized design of the shaft-hub connection, the provision of the spring plate can result in a loss of a load-bearing length in the spline. Furthermore, the receptacles for the spring plate in shaft and hub are relatively complex.

It is therefore the object of the present invention to remedy the disadvantages known from the prior art and in particular to provide a noise-damped shaft-hub connection with splines, which on the one hand is particularly space-saving, on the other hand causes minimal additional costs compared to undamped connections , This is inventively achieved in that the shaft and the hub each form one, one of the splines, having hollow shaft end portion, wherein the bracing element surrounds a first shaft end portion of the shaft and a second end portion of the hub end face.

As a result, a particularly cost-producible Verspannelement is used, which is simply placed on one end of the axial side of the shaft and hub. It therefore does not require a complex adaptation of the splines of the shafts and hubs are made.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

It is particularly advantageous if the bracing element is supported by a first support region on a radially inner side of the first shaft end section and biased on a radial outer side of the second shaft end section with a second support region formed radially outside the first support region. The first support region is therefore resiliently biased by the bias of the Verspannelementes in the radial direction relative to the second support region in the mounted state of the shaft-hub connection. Thus, the bracing is particularly stable mounted on the shaft and hub.

In other words, the shaft thus forms the first shaft end section and the hub forms the second shaft end section, wherein the first shaft end section is inserted into the second shaft end section. Thus, the shaft is pushed into a receiving hole of the hub, so that the shaft is displaced particularly far into the dual mass flywheel. Axial space is thereby further saved.

If the first support region is formed by an inner wall region of the bracing element extending in the axial direction, the bracing element is stably supported on the shaft. In this context, it is also expedient if the second support region is formed by an outer wall region of the bracing element extending in the axial direction. As a result, the bracing element is also pressed particularly stable on the second shaft end.

If the first support region has a plurality of spring straps which are prestressed in the radial direction and which are supported on the radial inner side of the first shaft end section, the bracing element is particularly easy to assemble. In this regard, it is also advantageous if threading contours, preferably threading bevels, are formed on the first shaft end section and / or on the spring straps. As a result, axial insertion of the inner wall area together with the spring tabs into the first shaft end section is significantly facilitated. A first threading bevel is preferably mounted on the end side of the first shaft end section, toward the radial inner side, and is preferably shaped as a chamfered edge in the form of a chamfer or a curve. A second threading bevel is preferably formed on each of the spring tabs and preferably formed by bending technology. It is further preferred if every second threading bevel is formed by a radially inwardly bent end of the respective spring tongue.

The spring tabs are in their relaxed state preferably all arranged with their radially outermost regions on a common imaginary circular line around a central central axis, wherein the diameter of the circle drawn by the circle is greater than an inner diameter of the region of Radial- len inside, where the spring tabs are mounted in the assembled state.

It is also advantageous if the bracing element is designed as a cup-shaped sheet-metal component, ie, is formed from a cup-shaped sheet metal, preferably a sheet metal / sheet metal component. Thus, the clamping element can be produced inexpensively by relatively few work steps. In particular, it is preferred if a pot-shaped base section of the bracing element is produced by deep-drawing technology. The base section per se further preferably forms a bracing ring. Are on the bracing more in the radial direction outwardly projecting retaining tabs, which are mounted fixed to the hub formed, the bracing is particularly easy rotatably connected to the hub. In this regard, it is again advantageous if each retaining tab is fastened in a form-fitting and / or material-locking manner on a hub-fixed disk area.

With regard to the positive attachment, it is also expedient if each retaining tab is positively inserted / anchored / hooked in a through hole of a hub-fixed disk area. As a result, a simple positive connection of the retaining tabs and the Verspannelementes is achieved with the hub.

The two shaft end portions are preferably formed such that they extend in the axial direction to an engine side. Thus, the two shaft end portions extend in particular from the hub-fixed disc region in the axial direction to a primary flange of the dual-mass flywheel.

Furthermore, the invention relates to a drive train with a ZMS secondary flange and an input shaft of a clutch or a transmission, which form a shaft-hub connection according to the invention according to at least one of the embodiments described above. The shaft is preferably formed by the input shaft directly with or at least rotatably connected to the input shaft. The hub is preferably formed by the ZMS secondary flange directly with or at least rotatably connected to the ZMS secondary flange.

In other words, according to the invention a Verspannring (Verspannelement) for hub gears (splines) is thus implemented in a shaft-hub connection. There are axial splines between the ZMS secondary flange / hub and an input hub (shaft) of a clutch or gearbox, with the teeth of the output hub (hub) of the secondary flange facing the engine and the input hub (shaft) of the clutch or the transmission input shaft is hollow drilled in the engine side facing area. Also is a friction point between the output hub and the input hub implemented, which is realized by means of the Verspannelementes. For this purpose, the output hub is connected to a cup-shaped clamping element in the form of a Verspannbleches, which is mounted on the outer diameter in the hub region (outside of the second Wellenendab- section). On the inside of the cup-shaped Verspannbleches again resilient peripheral tabs (spring tabs) are mounted, whose outer diameter is greater than the inner diameter of the hollow transmission input shaft (shaft). When mounting the transmission input shaft, this is inserted into the cup-shaped region of the Verspannbleches and presses the resilient circumferential straps of Verspannbleches radially inwardly, the required friction between the hub and the transmission input shaft is achieved.

The invention will now be explained in more detail with reference to figures. Show it:

Fig. 1 is a detailed longitudinal sectional view of a shaft-hub connection according to a preferred embodiment, wherein the shaft-hub connection between a ZMS secondary flange and a shaft forming a torque receiving part of a drive train is formed, and wherein the radial strain of the shaft and the Hub can be clearly seen by means of a Verspannelementes, a perspective view of the shaft-hub connection contained in Figure 1 from one side, to which the formation and attachment of the Verspannelementes are illustrated.

Fig. 3 is a perspective view of a subassembly of the ZMS secondary flange and the Verspannelement, as shown in Figs. 1 and 2 is used, facing away from an internal combustion engine in operation

Side, wherein now the formation of an inner wall region of the Verspannelementes and its spring tabs can be seen, Fig. 4 is a perspective view of the in Figs. 1 to 3 used Verspannelementes before mounting on the ZMS secondary flange, and

5 is a longitudinal sectional view of the shaft-hub connection similar to FIG. 1, in which the bracing element with its retaining tabs already at the ZMS

Secondary flange is hooked, but the retaining tabs are not yet bent.

The figures are merely schematic in nature and serve only to understand the invention. The same elements are provided with the same reference numerals.

In Fig. 1, a shaft-hub connection 1 according to the invention is illustrated in detail according to a preferred embodiment. The shaft-hub connection 1 is implemented between a ZMS secondary flange 2 of a dual-mass flywheel (not shown here for clarity) and a torque receiving part 3 in the form of an input shaft of a clutch or transmission of a drive train of a motor vehicle. A shaft 4 of the shaft-hub connection 1 is formed directly by the torque receiving part 3. A hub 7 of the shaft-hub connection 1 is formed directly by the ZMS secondary flange 2. In particular, the shaft-hub connection 1 serves for non-rotatably connecting the ZMS secondary flange 2 with the torque receiving part 3.

The dual-mass flywheel furthermore typically has a ZMS primary flange, which is not shown here for the sake of clarity. The ZMS primary flange is non-rotatably connected during operation to an output shaft of an internal combustion engine. The ZMS secondary flange 2 is also mounted vibration-damped in a typical manner relative to the ZMS primary flange, but rotatably coupled thereto. The ZMS secondary flange 2 forms a hub-fixed / non-rotatably connected to the hub 7 disc portion 24, which is further rotatably coupled to the ZMS primary flange. The disk region 24 is a material integral part of the hub 7. The torque receiving part 3 is in this embodiment, an input shaft of a clutch, such as a hybrid module in a hybrid powertrain or alternatively in the form of a conventional friction clutch (such as dual clutch), but in principle according to other embodiments directly as the input shaft of a transmission, such as a dual clutch transmission be designed.

The shaft 4 is designed as a hollow shaft. The shaft 4 forms a (first) hollow shaft end section 9 (a hollow axial end section of the torque receiving part 3) at its axial end region connected to the hub 7 in a rotationally fixed manner (an axial direction is indicated by a in FIG. The hub 7 is formed by a sleeve-like, i. formed in the axial direction extending portion and arranged in a radial direction (in Fig. 1 with r) on an inner side of the ZMS secondary flange 2 / the disc portion 24. Thus, the hub 7 forms an axially extending (second) hollow shaft end portion 10 / hub end portion.

Shaft 4 and hub 7 are rotatably connected to each other via axial splines 5 and 6. The spline of the shaft 4 is referred to as the first spline 5, the spline of the hub 7 is referred to as the second spline 6. The first spline 5 is configured on a radial outer side of the first shaft end section 9. The second spline 6 is formed on a radial inner side of the second shaft end portion 10. The two splines 5 and 6 thus form together in the mounted state of FIG. 1 a splined connection.

In order to avoid rattling noises during operation of the drive train, a clamping element 8 is clamped between shaft 4 and hub 7. The bracing element 8 is used in a typical manner and supported by the hub 7 and the shaft 4, that a friction between the bracing 8 and the shaft 4 and between the bracing member 8 and the hub 7 inhibiting relative rotation of the hub 7 relative to the shaft 5 acts. The bracing element 8 is configured such that it engages around the two shaft end sections 9 and 10 towards a motor side, ie an axial side facing the ZMS primary flange. With a first radially inwardly arranged support region 1 1 in the form of an inner wall region 15 extending in the axial direction, the bracing element 8 bears against a radial inner side 12 of the shaft 4. With a radially arranged radially outside of the first support portion 1 1 and spaced from the first support portion 1 1 arranged second support portion 13, the clamping element 8 is located on a radial outer side 14 of the second shaft end portion 10. The second support portion 13 is also erstre in the axial direction. ckenden wall portion, namely an outer wall portion 16, the Verspannelementes 8 designed.

As can further be seen in connection with FIG. 2, the clamping element 8 is configured in a generally cup-shaped manner in its entirety. The bracing element 8 is in this case made of a metal sheet by cold forming. A ring-shaped base section 22 of the clamping element 8 is made by deep-drawing technology. In principle, this base section 22 has the inner and outer wall regions 15 and 16 and a bottom region 23 extending between these two wall regions 15, 16 in the radial direction and connecting the two wall regions 15, 16 to one another. The bottom region 23, as shown in FIG. 1 again clearly visible, is arranged directly towards a common end face 25 of the two shaft end sections 9 and 10 (towards the ZMS primary flange). The bottom region 23 is preferably axially applied to the second shaft end section 10, but may alternatively be spaced apart from this second shaft end section 10 by an axial gap to the end side 25. In any case, the bottom portion 23 is spaced in the axial direction relative to the end face 25 of the first shaft end portion 9 by an axial gap.

In Fig. 4 it can be seen that on the inner wall portion 15 a plurality of spring tabs 17, which are arranged distributed uniformly in the circumferential direction, connect. These spring straps 17 close in the axial direction to the inner wall region 15 on an axial side facing away from the bottom region 23. Each spring tab 17 is designed as a deformable leaf spring segment in the radial direction. The spring tabs 17 are all arranged at a common radial height with respect to a central center axis / rotation axis of the shaft-hub connection 1. In particular, the spring tabs 17 are located with their radial outside on an imaginary common circle. This circle has in the relaxed state of the spring tabs 17, as shown in FIGS. 3 and 4 is implemented, an outer diameter which is greater than an inner diameter of the inner side 12 in the region of the first shaft portion 9. Thus, the spring tabs 17 are automatically bent in the radial direction elastically inward in an axial pushing on the shaft 4 in the region of the first shaft end portion 9. The spring tabs 17 then form the first Abstützbe- area 1 1 of the inner wall portion 15 with the first shaft end portion 9. By the outer wall portion 16, the clamping element 8 is fixed to the outer side 14 of the second shaft portion 10 (second support portion 13). The second support region 13 bears flat against the outer side 14. Thus, the clamping element 8 biases the two shaft end sections 9, 10 towards each other in the radial direction.

In a relative rotation of the hub 7 to the shaft 4, which is possible due to the tolerance-related play of the splines 5 and 6, it comes in the respective support region 1 1, 13 in operation to a friction, which inhibits relative rotation of the hub 7 to the shaft 4 serves.

In Fig. 4 is also good to see that the clamping element 8 has a plurality, namely three circumferentially uniformly distributed retaining tabs 20 / mounting straps, which, as in the Fign. 2 and 3 can be seen particularly well, in the mounted state of the shaft-hub connection 1 rotatably in the hub 7 / are anchored in the ZMS secondary flange 2.

For this purpose, the individual radially outwardly projecting from the base portion 22 retaining tabs 20 are first inserted in the axial direction respectively in a corresponding through hole 21 in the disc portion 24 of the ZMS secondary flange 2. This condition is shown in FIG. Following this, the radially outer ends of the retaining tabs 20 are bent over / flanged over in such a way that they in turn run parallel to the disk area 24 and lie flat against this disk area 24 as shown in FIG. Thus, the penetrate Retaining tabs 20 the ZMS secondary flange 2 in the region of the through holes 21 and are positively connected to the hub 7 / the ZMS secondary flange 2. Alternatively or in addition to this positive attachment of the retaining tabs 20, a cohesive attachment is possible.

Furthermore, as can be clearly seen in connection with FIG. 5, individual threading bevels 18 and 19 are formed on the shaft 4 and spring tabs 17. A first threading bevel 18 is in the form of a chamfer (alternatively rounding), which is formed radially inwardly on the end face 25 of the first shaft end portion 9 implemented. A second threading slope 19 is formed by a bent end of each spring tab 17. As a result, the insertion of the shaft 4 in the clamping element 8 / on the inner wall portion 15 is facilitated.

In other words, according to the invention, the output hub (hub 7) is provided with a cup-shaped Verspannblech (Verspannelement 8), which is mounted on the outer diameter in the hub region (hub 7). It may be necessary that the Verspannblech 8 is additionally secured axially with at least one retaining tab 20 and in the circumferential direction. This retaining lug (s) 20 can be attached to the hub 7 in a form-fitting or material-fit manner (for example by crimping over). On the inside of the cup-shaped Verspannbleches 8 in turn resilient circumferential tabs (spring tabs 17) are mounted, whose outer diameter is greater than the inner diameter of the hollow transmission input shaft 4. When mounting the transmission input shaft 4, this is inserted into the cup-shaped region (base portion 22) of the Verspannbleches 8 and presses the resilient peripheral lugs 17 of Verspannbleches 8 radially inwardly, the required friction between the hub 7 and transmission input shaft 4 is achieved. For easier insertion of the transmission input shaft 4, the contours (second Einfädelschrägen 19) on Verspannblech 8 and the transmission input shaft 4 with chamfers or curves (first Einfädelschrägen 18) may be provided. Between the clamping plate 8 and the transmission input shaft 4, a gap is axially available to compensate for tolerance-related positional differences of the transmission input shaft 4 to the hub 7 can. The The solution according to the invention makes assembly sense when the toothing (second spline 6) of the output hub 7 towards the engine shows and the transmission input shaft 4 is hollow drilled in the engine side facing area.

Reference character list Shaft-hub connection

ZMS-Sekundärflansch

Torque receiving part

wave

first spline

second spline

hub

bracing

first shaft end section

second shaft end section

first support area

inside

second support area

outside

Inner wall region

Exterior wall area

spring shackle

first threading slope

second threading slope

retaining tab

Through Hole

base portion

floor area

disk area

front

Claims

claims

1 . Shaft-hub connection (1) for a drive train of a motor vehicle, suitable for connecting a ZMS Sekundärflansches (2) to a torque receiving part (3), with a first spline (5) having shaft (4) and one with the the first spline (5) in engagement, second spline (6) having hub (7), wherein on the shaft (4) and the hub (7) a biased in the radial direction bracing element (8) is supported such that a friction between the tensioning element (8) and the shaft (4) and / or between the tensioning element (8) and the hub (7) act in a locking manner on a relative rotation of the shaft (4) to the hub (7), characterized in that the shaft (4 ) and the hub (7) each one, one of the splines (5, 6) having, hollow shaft end portion (9, 10) form, wherein the bracing member (8) has a first shaft end portion (9) of the shaft (4) and a second shaft end portion (10) the hub (7) embrace the front side t.

2. shaft-hub connection (1) according to claim 1, characterized in that the Verspannelement (8) with a first support portion (1 1) on a radial inner side (12) of the first shaft end portion (9) and with a radially outside the first support region (1 1) formed second support region (13) on a radial outer side (14) of the second shaft end portion (10) is biased supported.

3. shaft-hub connection (1) according to claim 2, characterized in that the first support region (1 1) by an axially extending inner wall region (15) of the Verspannelementes (8) is formed.

4. shaft-hub connection (1) according to claim 2 or 3, characterized in that the second support region (13) by an axially extending outer wall region (16) of the Verspannelementes (8) is formed.

5. shaft-hub connection (1) according to one of claims 2 to 4, characterized in that the first support region (1 1) comprises a plurality of spring biased in the radial direction spring tabs (17) located on the radial inside (12) of the support first shaft end portion (9).

6. shaft-hub connection (1) according to one of claims 1 to 5, characterized in that on the first shaft end portion (9) and / or on the spring tabs (17) Einfädelschrägen (18, 19) are formed.

7. shaft-hub connection (1) according to one of claims 1 to 6, characterized in that the Verspannelement (8) is designed as a cup-shaped sheet metal component.

8. shaft-hub connection (1) according to one of claims 1 to 7, characterized in that on the bracing element (8) a plurality of radially outwardly projecting retaining tabs (20) which are mounted fixed to the hub are formed.

9. shaft-hub connection (1) according to claim 8, characterized in that each retaining tab (20) in a through hole (21) of a hub-fixed disc portion (24) is positively inserted.

10. powertrain having a ZMS secondary flange (2) and an input shaft (4) of a clutch or a transmission, which form a shaft-hub connection (1) according to one of the preceding claims.