WO2018177468A1 - Liaison arbre-moyeu avec élément de calage pour dentures d'emboîtement ainsi que chaîne cinématique - Google Patents

Liaison arbre-moyeu avec élément de calage pour dentures d'emboîtement ainsi que chaîne cinématique Download PDF

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Publication number
WO2018177468A1
WO2018177468A1 PCT/DE2018/100248 DE2018100248W WO2018177468A1 WO 2018177468 A1 WO2018177468 A1 WO 2018177468A1 DE 2018100248 W DE2018100248 W DE 2018100248W WO 2018177468 A1 WO2018177468 A1 WO 2018177468A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
hub
hub connection
end portion
connection
Prior art date
Application number
PCT/DE2018/100248
Other languages
German (de)
English (en)
Inventor
Dieter EIREINER
Hartmut Mende
Original Assignee
Schaeffler Technologies 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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112018001717.6T priority Critical patent/DE112018001717A5/de
Priority to CN201880021946.2A priority patent/CN110462238B/zh
Publication of WO2018177468A1 publication Critical patent/WO2018177468A1/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
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/08—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key
    • F16D1/0852—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial clamping between the mating surfaces of the hub and shaft
    • F16D1/087—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial clamping between the mating surfaces of the hub and shaft due to other loading elements in the hub or shaft
    • 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
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/08—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key
    • F16D1/0805—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial clamping due to deformation of a resilient body or a body of fluid

Definitions

  • 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.
  • the invention relates to a drive train for a motor vehicle.
  • 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.
  • 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.
  • 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 ,
  • 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.
  • Verspannelement 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.
  • 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 Verspannements in the radial direction relative to the second support region in the mounted state of the shaft-hub connection.
  • the bracing is particularly stable mounted on the shaft and hub.
  • 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.
  • 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.
  • the bracing element is stably supported on the shaft.
  • 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.
  • the bracing element is particularly easy to assemble.
  • threading contours preferably threading bevels
  • 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.
  • 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.
  • the clamping element can be produced inexpensively by relatively few work steps.
  • 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.
  • each retaining tab is fastened in a form-fitting and / or material-locking manner on a hub-fixed disk area.
  • each retaining tab is positively inserted / anchored / hooked in a through hole of a hub-fixed disk area.
  • a simple positive connection of the retaining tabs and the Verspannementss 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.
  • 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.
  • 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.
  • a Verspannring (Verspannelement) for hub gears (splines) is thus implemented in a shaft-hub connection.
  • a friction point between the output hub and the input hub implemented, which is realized by means of the Verspannements.
  • 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).
  • a cup-shaped clamping element in the form of a Verspannbleches
  • resilient peripheral tabs spring tabs
  • 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.
  • 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 Verspannements, a perspective view of the shaft-hub connection contained in Figure 1 from one side, to which the formation and attachment of the Verspannements 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
  • Fig. 4 is a perspective view of the in Figs. 1 to 3 used Verspannettis before mounting on the ZMS secondary flange, and
  • FIG. 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
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the bracing element 8 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 notedre in the axial direction. ckenden wall portion, namely an outer wall portion 16, the Verspannements 8 designed.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a cohesive attachment is possible.
  • 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.
  • 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).
  • resilient circumferential tabs (spring tabs 17) are mounted, whose outer diameter is greater than the inner diameter of the hollow transmission input shaft 4.

Abstract

L'invention concerne une liaison arbre-moyeu (1) pour une chaîne cinématique d'un véhicule automobile, destinée à relier une bride secondaire ZMS (2) à une partie de réception de couple (3), comprenant un arbre (4) qui possède une première denture d'emboîtement (5) et un moyeu (7) qui possède une deuxième denture d'emboîtement (6) et qui se trouve en prise avec la première denture d'emboîtement (5). Un élément de calage (8) précontraint dans le sens radial prend appui sur l'arbre (4) et le moyeu (7) de telle sorte qu'une friction entre l'élément de calage (8) et l'arbre (4) et/ou entre l'élément de calage (8) et le moyeu (7) a un effet inhibiteur sur une rotation relative de l'arbre (4) par rapport au moyeu (7). L'arbre (4) et le moyeu (7) forment respectivement une portion d'extrémité d'arbre (9, 10) qui possède les dentures d'emboîtement (5, 6). L'élément de calage (8) entoure du côté frontal une première portion d'extrémité d'arbre (9) de l'arbre (4) ainsi qu'une deuxième portion d'extrémité d'arbre (10) du moyeu (7). L'invention concerne également une chaîne cinématique.
PCT/DE2018/100248 2017-03-29 2018-03-21 Liaison arbre-moyeu avec élément de calage pour dentures d'emboîtement ainsi que chaîne cinématique WO2018177468A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112018001717.6T DE112018001717A5 (de) 2017-03-29 2018-03-21 Welle-Nabe-Verbindung mit Verspannelement für Steckverzahnungen sowie Antriebsstrang
CN201880021946.2A CN110462238B (zh) 2017-03-29 2018-03-21 具有用于插接齿部的张紧元件的轴毂连接装置以及驱动系

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017106701.9A DE102017106701A1 (de) 2017-03-29 2017-03-29 Welle-Nabe-Verbindung mit Verspannelement für Steckverzahnungen sowie Antriebsstrang
DE102017106701.9 2017-03-29

Publications (1)

Publication Number Publication Date
WO2018177468A1 true WO2018177468A1 (fr) 2018-10-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2018/100248 WO2018177468A1 (fr) 2017-03-29 2018-03-21 Liaison arbre-moyeu avec élément de calage pour dentures d'emboîtement ainsi que chaîne cinématique

Country Status (3)

Country Link
CN (1) CN110462238B (fr)
DE (2) DE102017106701A1 (fr)
WO (1) WO2018177468A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021206613A1 (de) 2021-06-25 2022-12-29 Zf Friedrichshafen Ag Getriebeanordnung und Verfahren zum Herstellen einer Getriebeanordnung

Citations (3)

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Publication number Priority date Publication date Assignee Title
US20140270929A1 (en) * 2013-03-15 2014-09-18 Vita-Mix Corporation Clip insert for drive coupler
DE102014212844A1 (de) 2013-07-09 2015-01-15 Schaeffler Technologies Gmbh & Co. Kg Welle-Nabe-Verbindung zur Drehmomentübertragung in einem Antriebsstrang eines Kraftfahrzeugs, Verfahren zur Montage einer derartigen Welle-Nabe-Verbindung sowie Verfahren zum Betrieb eines Antriebsstrangs mit einer deartigen Welle-Nabe-Verbindung
DE102015219251A1 (de) 2014-10-09 2016-04-14 Schaeffler Technologies AG & Co. KG Nabe für eine Welle-Nabe-Verbindung

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DE4440147A1 (de) * 1994-11-10 1996-05-15 Bosch Gmbh Robert Hydraulikgehäuseblock
US5857753A (en) * 1996-09-20 1999-01-12 Itt Automotive Inc. Submersible cover for a low pressure accumulator
DE102005037514B4 (de) * 2004-09-03 2021-09-30 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
DE102006017167A1 (de) * 2006-04-12 2007-10-18 Zf Friedrichshafen Ag Verbindungsanordnung zur drehfesten Verbindung zweier Bauteile im Antriebsstrang eines Fahrzeugs
EP2499387B1 (fr) * 2009-11-09 2015-04-29 Schaeffler Technologies AG & Co. KG Ensemble embrayage
DE102011081162A1 (de) * 2010-09-09 2012-03-15 Schaeffler Technologies Gmbh & Co. Kg Drehmomentübertragungsvorrichtung
DE102017104598A1 (de) 2017-03-06 2018-09-06 Schaeffler Technologies AG & Co. KG Welle-Nabe-Verbindung mit radial nach außen weisenden Sicherungshaken an einem Federblech und Antriebsstrang

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140270929A1 (en) * 2013-03-15 2014-09-18 Vita-Mix Corporation Clip insert for drive coupler
DE102014212844A1 (de) 2013-07-09 2015-01-15 Schaeffler Technologies Gmbh & Co. Kg Welle-Nabe-Verbindung zur Drehmomentübertragung in einem Antriebsstrang eines Kraftfahrzeugs, Verfahren zur Montage einer derartigen Welle-Nabe-Verbindung sowie Verfahren zum Betrieb eines Antriebsstrangs mit einer deartigen Welle-Nabe-Verbindung
DE102015219251A1 (de) 2014-10-09 2016-04-14 Schaeffler Technologies AG & Co. KG Nabe für eine Welle-Nabe-Verbindung

Also Published As

Publication number Publication date
DE102017106701A1 (de) 2018-10-04
CN110462238A (zh) 2019-11-15
CN110462238B (zh) 2021-10-29
DE112018001717A5 (de) 2019-12-19

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