WO2019192650A1

WO2019192650A1 - Multi-plate clutch with deactivation of self-reinforcement, and powertrain with modified self-reinforced multi-plate clutch

Info

Publication number: WO2019192650A1
Application number: PCT/DE2019/100240
Authority: WO
Inventors: Martin Chambrion
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2018-04-05
Filing date: 2019-03-18
Publication date: 2019-10-10
Also published as: DE102018107974A1

Abstract

The invention relates to a multi-plate clutch (1) for a motor vehicle, comprising a component (3) that operates as a torque input part (2) during a normal operation/traction operation and is directly or indirectly connected to an outer plate holder (4), to which a first quantity (6) of outer plates (5) and a second quantity (7) of outer plates (5) are attached in a rotationally fixed manner. Upon actuating the multi-plate clutch (1), the first quantity (6) of outer plates (5) can be connected to a first quantity (9) of inner plates (8) in a force-fitting manner and a second quantity (7) of outer plates (5) can be connected to a second quantity (10) of inner plates (8) in a force-fitting manner in a controlled manner in order to transfer a torque. An inner plate holder (11) which supports the first quantity (9) of inner plates (8) is directly or indirectly connected to a component (19) which acts as a torque output part (18) so as to transfer the torque, and in the event of actuation, a torque component which is guided by the second quantity (7) of outer plates (5) and the second quantity (10) of inner plates (8) is transferred to the torque output part (18) via a reinforcement disc (13) and at least one leaf spring (14) in order to produce a self-reinforcement, wherein an attachment region (12) of the second quantity (10) of inner plates (8) is formed on the reinforcement disc (13) such that a torque transfer is prevented there in the event of a torque flow reversal. The invention also relates to a powertrain of a motor vehicle, comprising at least one drive assembly and a transmission input shaft, between which the multi-plate clutch (1) is inserted.

Description

Multi-plate clutch with shutdown of a Selbstverstärkunq and

Drive train with modified self-reinforcing multi-disc clutch

The invention relates to a multi-plate clutch for a motor vehicle, such as a car, a truck, another commercial vehicle or a motorcycle, with a acting as a torque input part in normal operation / train operation component, such as a gear / spur wheel, directly or indirectly with a An outer disk carrier is connected to which a first set of outer disks and a second set of Außenlamel- len rotatably connected, wherein upon actuation of the multi-plate clutch, the first set of outer disks with a first amount of inner disks and a second amount of outer disks with a second amount Internal lamellae selectively displaceable in torque connection for torque transmission, wherein an inner disc carrier supporting the first set of inner lamellae is connected indirectly or directly with a component acting as a torque output member, such as an internally toothed hub, torque-responsive, wherein one over the second set Outer lamella in the case of actuation via a reinforcing disk and (subsequently) at least one leaf spring is forwarded to the torque output part in order to bring about a self-boosting.

Such couplings are already known from the prior art, which lead to a partial gain in torque flow distribution. For example, DE 10 2016 207 116 B3 discloses a clutch having an input side which is prepared for torque introduction and an output side which is prepared for torque transmission to at least one transmission input shaft. It has first friction elements as part of a first disk set and second friction elements as part of a second disk set. The first friction elements are torque-transmitting connected to the input side and the second friction elements are rotationally transmitting connected to the output side, wherein the first and second friction elements are frictionally engageable by a pressing force to transmit torque from the input side to the output side, whereby At least one leaf spring is provided, which is designed to reinforce the contact pressure. Specifically, it is pointed out in that earlier patent that the second plate set is split and its friction elements are connected to two separate, first and second torque distributing devices, such that a torque flow to the transmission input shaft via a first torque path containing the at least one leaf spring and a second, separate therefrom torque path, wherein the second torque transmitting device comprises a plate carrier and a hub, which are connected to each other torque transmitting, and wherein the first torque path through a first portion of the second disk set and the first torque transmitting device to the transmission input shaft runs, wherein the first torque-transmitting device is connected by means of its pressure plate torque transmitting to the first portion of the second disk set, and the second torque path through a second portion of the The second plate assembly and the second torque-transmitting device extends to the transmission input shaft, wherein the second torque-transmitting device is connected by means of the disk carrier to transmit torque-transmitting with the second portion of the second disk set.

Similar articles are also known in DE 10 2017 109 096 A1 and DE 10 2016 213 657 A1. There are disclosed clutch devices for a powertrain of a vehicle having a first torque input clutch component and a second torque-sharing clutch member, the second clutch component being rotatably decoupled from the first clutch component, first friction elements of the first clutch component and second friction elements of the second clutch component a partially self-reinforcing of the coupling device via a leaf spring unit is executable, while a second spring unit exerts a static contact force, wherein the leaf spring unit and the second spring unit are rotatably decoupled or a coupling device for a drive train of a motor vehicle is disclosed , with a first coupling component for torque introduction and a second coupling component for torque transmission, wherein the second Kupplungsb estandteil rotatory of the first coupling component can be uncoupled, wherein first friction elements of the first coupling component and second friction elements of the second coupling component are connected to transmit torque, which is in this case found to be particularly that a partial self-reinforcement of the coupling device via a leaf spring unit is executable bar, while a second spring unit a static Pressing force exerts.

Such multi-plate clutches are also referred to as "Ultra Performance Clutches", which show disadvantages in these clutches in extreme static torsional conditions. In such extreme conditions, it can happen that the leaf springs are sheared off.

However, it is the object of the present invention to mitigate or even eliminate this disadvantage. In particular, the disadvantages known from the prior art should be avoided. It is therefore the goal to provide a self-reinforcing multi-plate clutch, which is compact and inexpensive, but is particularly durable, ergo is durable even under a pressure load in overrun operation.

This object is achieved in a generic multi-plate clutch according to the invention in that a connection region of the second set of inner disks on the reinforcing disk is formed so that when reversing the Drehmomentenflus- ses, ie in a deviating from normal operation overrun, in which of the normal operation as a torque output part acting component to the normally acting as a torque input member component torque could flow, there is a torque transfer (in this torque flow direction) prevented / disabled / made impossible.

The novel multi-plate clutch therefore takes into account the fact that many more moments are transmitted in thrust mode than in normal operation (ie train operation). The overrun usually means for the leaf springs in the Ultra Performance Clutch a compressive load that can lead to buckling of the leaf springs, which is now prevented. The goal of turning off the amplifying mechanism in a specific, predetermined direction of the torque flow is thus achieved efficiently. It can no longer happen that a leaf spring core of an Ultra Performance Clutch jams in traction because of friction, so that the multi-plate clutch briefly transmits such a high torque during overrun that the leaf springs are knocked out. The leaf spring core is thus protected against buckling in that it can not transmit torque in the push mode at all. In other words, the inventive solution of the problem is that a shutdown of the gain / reduction of the self-energizing mechanism, to the leaf spring core, achieved by a special form of steel plate. Thus, the lamellae are rotationally connected in one direction with the self-reinforcing mechanism, while the momentum transfer in the other direction via the hub takes place directly. Each type of self-reinforcing multi-plate clutch can thus be improved according to the invention.

If the invention is implemented in an Ultra Performance Clutch, the self-amplification takes place by means of those inner lamellae called "steel lamellae A" whose momentum is transmitted to the hub by the leaf spring. The moment of the remaining inner disks, which can be identified as "steel disks B", is directly guided by the disk carrier which is connected to the hub. It is therefore proposed to transmit the moment of the "steel blades A" alone in the train operation on the leaf springs. Thus, the leaf springs transmit torque only in train operation. In overrun mode, the "steel lamellae A" are engaged with the plate carrier. In order to enable this switching off of the leaf spring core reduction, the internal toothing of the "steel lamellae A" is adapted so that the shear flanks of the "steel lamella A" are now in contact with the lamellae carrier. The conse- quence for the design of the coupling is on the one hand that the contact force is not reduced in overrun mode (therefore the clutch transmits more torque) and on the other hand that the leaf springs do not experience any pressure load (which prevents buckling).

Advantageous embodiments are claimed in the subclaims and are explained in more detail below. Thus, it is advantageous if the connection region, for example comprising an (inner) toothing (on the second set of inner lamellae) and an (outer) counter toothing (on the reinforcing disk), is designed such that in normal operation Final elements of the second set of inner plates torque-further be in contact with counter-form-locking elements of the reinforcing disc, wherein in the overrun torque distribution of the counter-form-locking elements to the interlocking elements prevented / suspended / made impossible / interrupted. In this way, an efficient shutdown of the boost mechanism is effected in overrun mode.

It is (thus / further) expedient if the connection area is designed in the manner of a freewheeling torque that results in normal operation in the normal mode, which, of course, does not transmit any torque during overrun operation.

If the interlocking elements are formed as projections on the radially inner side of the second set of inner disks, a particularly large torque can be transmitted in the train normal operation / train operation.

It has also proven to be useful if the projections are tuned to stop surfaces set by the reinforcing disk in such a way that they come into contact there in normal operation and torque is not transmitted from the reinforcing disk to the projections during overrun operation. In this way, wet engine clutches can be improved, wherein the leaf springs are in the flow of torque and increase the contact pressure during traction of the internal combustion engine, the output side plate carrier is divided into two and uses only a portion of the transmitted torque to increase the contact pressure. However, the self-reinforcing mechanism, comprising a leaf spring core, is designed to be switchable / reducible by a special shape of the lamellae, that is to say in the connection region, by means of which the part of the transmitting torque can be introduced into the leaf springs to increase the contact force , It has proven useful if the torque of the "steel lamellae A" in the train operation is transmitted via the leaf spring, in push mode, however, the "steel lamellae A" in use with the plate carrier and, to enable the shutdown of the leaf spring core, the internal teeth the "steel lamellae A" is adapted so that the shear flanks of the "steel lamellae A" are in contact with the lamellae carrier.

An advantageous embodiment is also characterized in that a multiplicity of leaf springs, in particular grouped as leaf spring packets, are distributed in the circumferential direction of the reinforcing disk and preferably detachably or permanently, for instance via (each) a riveted connection, on the one hand with the reinforcing disk and on the other hand with the inner disk carrier or the normal torque acting as torque output member or the inner disk carrier are connected.

In order to be able to resort to standard components, it is advantageous if the outer lamellae are designed as friction lamellae or as steel lamellas and / or the inner lamellae are designed as steel lamellas or as friction lamellae.

For a good torque flow, it has also proven useful if the reinforcing disk can be actuated directly or indirectly by an axially displaced disc spring. This actuating force is increased by the self-energizing mechanism.

The invention also relates to a drive train of a motor vehicle with at least one drive unit and a transmission input shaft, between which the multi-plate clutch of the type according to the invention is used.

The invention will be explained in more detail below with the aid of a drawing in which a first exemplary embodiment is described in further detail. Show it:

1 shows a first embodiment of a multi-plate clutch according to the invention in a longitudinal sectional view according to the invention,

2 is a view in the axial direction along the sectional plane ll-ll of Fig. 1,

Fig. 3 is an enlargement of the area III of Fig. 2 and Fig. 4 is a singular representation of an end view of an inner plate of a second set of inner plates, as in the embodiment of FIGS. 1 to 3 is used.

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

1 shows a first embodiment of a multi-plate clutch 1 according to the invention. It is used as a wet friction clutch of a motorcycle. In a normal mode, i. In a traction mode, torque is transferred from a first component 3 acting as a torque input part 2 to an outer disk carrier / outer disk basket 4.

On the outer disk carrier 4 are radially mounted inside thereof outer disk 5. The outer disks 5 are subdivided into a first quantity 6 and a second quantity 7. The first set of outer plates 5 is closer to the torque input part 2 than the second set of outer plates 7.

The outer disk 5 can be brought into frictional connection with inner disks 8 when the disk clutch 1 is actuated. The inner disks 8 are divided into a first quantity 9 and a second quantity 10. The first set 6 of outer lamellae 6, in this case, can be brought into frictional connection with the first set 9 of inner lamellae 8, and the second set 7 of outer lamellae 6 can be intentionally brought into frictional connection with the second set 10 of inner lamellae 8.

It is significant, in particular, that only the first set 9 of inner lamellae 8 are directly connected to an inner lamella carrier 11, whereas the second set 10 of inner lamellae 8 is (directly) connected to a reinforcing plate 13 via a connection region 12. The reinforcing disk 13 in turn is connected via a plurality of leaf springs 14, which are grouped into leaf spring packets 15, and corresponding rivet joints 16 with a pot 17 and connected via this pot 17 with the inner disk carrier 11. The inner disk carrier 11 in turn is connected to a second component 19 acting as a torque output part 18. This second component 19 is designed as an internally toothed hub 20. The reinforcing disk 13 can be activated via a plate spring 21 and an intermediate part 22. In this case, a pressing force of the plate spring 21 is spent on the inner disk 8 and thus also on the outer disk 5. The flow of torque passing through the second set 7 and 10 on outer disks 5 and inner disks 8, however, causes the energy stored in the leaf springs 14 to have a reinforcing effect.

Due to the design according to the invention of the connection region 12, according to the invention, the amplification effect is switched off in the state which is reversed / counteracted to normal operation, that is to say the overrun mode.

In Fig. 2, the direction in which the torque input part 2 in normal operation, ie the traction, rotates, indicated by the arrow 23. The direction of thrust is indicated by the arrow 24. The connection region is also indicated in FIG. 2 between form-fitting elements 25 which are designed in the manner of projections 26 and counter-form-closure elements 27 which are designed as abutment surfaces 28 of the reinforcing disk 13.

In traction, thus, as shown in Fig. 3, a contact point 29 between the projection 26 of the inner plate 8 of the second set 10 (to inner plates 8) and the abutment surface 28, which is provided by the reinforcing plate 13, a. A marked with the reference numeral 30 pad adjusts to overrun.

FIG. 4 shows an inner lamella 8 of the second set 10 on inner lamellae 8, where the succession of projections in the circumferential direction can be clearly seen there. The projections 26 also have force transmission surfaces 31. They thus act as contact surfaces and enable torque transmission in traction mode. List of references for multi-plate clutch

Torque input part

first component

Outer plate carrier / outer disc basket outer disc (s)

first set of outer fins

second amount of outer plates

Inner plate (s)

first amount of inner fins

second amount of inner fins

Inner disk carrier

connecting region

reinforcing washer

Leaf spring (s)

Leaf spring assembly

rivet

pot

Torque output component

second component

internally toothed hub

Belleville spring

intermediate part

tensile direction

thrust direction

Form-fitting element

head Start

Against interlocking element

stop surface

Contact point in Zugebetrieb

Contact point in push mode

Force transmission surface

Claims

claims

1. multi-disc clutch (1) for a motor vehicle with a normal operation / train operation as a torque input part (2) acting component (3), which is directly or indirectly connected to an outer disc carrier (4), to which a first amount (6) Outer plate (5) and a second set (7) on Außenlam- (5) rotatably connected, wherein upon actuation of the multi-plate clutch (1), the first set (6) of outer plates (5) with a first amount (9) of Innenla and a second quantity (7) of outer plates (5) with a second quantity (10) of inner plates (8) can be displaced selectively in force-locking manner for torque transmission, wherein one of the first quantity (9) of inner plates (9) 8) carrying the inner disk carrier (11) indirectly or directly with a torque output member (18) acting component (19) torque-yielding is connected, wherein in the actuation case via the second set (7) on outer disks (5) and the second amount (10) of interior la guided (8) guided torque component via a reinforcing disc (13) and at least one leaf spring (14) to the torque output member (18) is passed to effect a self-amplification, characterized in that a connection region (12) of the second set (10) on inner disks (8) on the reinforcing disk (13) is formed so that when reversing the torque flow there torque transmission is prevented.

2. multi-disc clutch (1) according to claim 1, characterized in that the connection region (12) is designed so that in normal operation form-fitting elements (25) of the second set (10) of inner plates (8) torque-generating with Gegenformschlusselementen (27 ) of the reinforcing disk (13) are in contact, wherein in the overrun torque is transmitted from the counter-form-locking elements (27) to the positive-locking elements (25) is prevented.

3. multi-disc clutch (1) according to claim 1 or 2, characterized in that the connection region (12) is designed in the manner of a torque-generating in normal operation freewheel.

4. multi-plate clutch (1) according to claim 2 or 3, characterized in that the positive-locking elements (25) as projections (26) on the radially inner side of the second set (10) are formed on inner plates (8).

5. multi-disc clutch (1) according to claim 4, characterized in that the projections (26) so on the reinforcing disc (13) asked Anschlagflä- chen (28) are tuned that they get into contact there in normal operation and in overrun torque spreading from the reinforcing disc (13) on the projections (26) is omitted.

6. multi-disc clutch (1) according to one of claims 1 to 5, characterized in that a plurality of leaf springs (14) in the circumferential direction of the reinforcing disk (13) is distributed.

7. multi-plate clutch (1) according to one of claims 1 to 6, characterized in that the outer plates (5) are designed as friction plates.

8. multi-plate clutch (1) according to one of claims 1 to 7, characterized in that the inner plates (8) are designed as steel plates.

9. multi-disc clutch (1) according to one of claims 1 to 8, characterized in that the reinforcing disc (13) directly or indirectly by an axially offset to her disc spring (21) can be actuated.

10. powertrain of a motor vehicle with at least one drive unit and a transmission input shaft, between which the multi-plate clutch (1) is used according to one of the preceding claims.