WO2020083433A1 - Groupe d'embrayage avec un ressort a cadran pour la formation d'une connexion axiale souple entre une bague d'entraînement et un carter d'embrayage - Google Patents

Groupe d'embrayage avec un ressort a cadran pour la formation d'une connexion axiale souple entre une bague d'entraînement et un carter d'embrayage Download PDF

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Publication number
WO2020083433A1
WO2020083433A1 PCT/DE2019/100899 DE2019100899W WO2020083433A1 WO 2020083433 A1 WO2020083433 A1 WO 2020083433A1 DE 2019100899 W DE2019100899 W DE 2019100899W WO 2020083433 A1 WO2020083433 A1 WO 2020083433A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
clutch
plate
counter plate
cardanic
Prior art date
Application number
PCT/DE2019/100899
Other languages
German (de)
English (en)
Inventor
Patrick Huber
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
Publication of WO2020083433A1 publication Critical patent/WO2020083433A1/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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
    • F16D2021/0615—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate the central input plate is supported by bearings in-between the two clutches
    • 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0684—Mechanically actuated clutches with two clutch plates
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/12—Mounting or assembling
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/14—Clutches which are normally open, i.e. not engaged in released state
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/26—Cover or bell housings; Details or arrangements thereof
    • 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
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
    • F16D3/60—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising pushing or pulling links attached to both parts
    • F16D3/62—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising pushing or pulling links attached to both parts the links or their attachments being elastic

Definitions

  • the invention relates to a clutch unit, with the aid of which a drive shaft of a motor vehicle engine can be coupled to at least one transmission input shaft of a motor vehicle transmission.
  • a clutch assembly is known from WO 2008/064648 A1, in which a rigid flywheel that can be connected to a drive shaft of a motor vehicle engine is connected via a connecting component to a central plate acting as a counter plate for two different friction clutches.
  • the central plate is gimbally suspended on the connecting component via several leaf springs and can compensate for static and dynamic position errors between the drive shaft and the transmission input shaft by means of an axial flexibility.
  • a clutch assembly for coupling a drive shaft of a motor vehicle engine with at least one transmission input shaft of a motor vehicle transmission is provided with a first counter plate for frictionally pressing a first clutch disc that can be connected in a rotationally fixed manner to a first transmission input shaft with the aid of a axially displaceable relative to the first counter plate first pressure plate, a driver ring which can be connected directly or indirectly to the drive shaft for introducing a torque of the drive shaft, a clutch cover connected to the first counterplate and at least one cardanic spring, in particular designed as a leaf spring, for providing elastic compliance in the axial direction , whereby the cardanic spring is connected to the driver ring and transmits torque directly to the clutch cover.
  • the cardanic connection of the driver ring to the rest of the clutch unit enables axial flexibility to be provided, as a result of which installation tolerances, for example static and dynamic misalignments between the drive shaft and the transmission input shaft, can be compensated for.
  • several cardanic springs for example three or six cardanic springs, are provided, which can be arranged evenly distributed in the circumferential direction.
  • the cardanic spring connected to the drive ring is not connected directly to the first counter plate, but to the clutch cover. The torque flow from the motor vehicle engine to the first clutch disc thus takes place from the driver ring coupled to the motor vehicle engine via the at least one cardanic spring to the clutch cover and only via the clutch cover to the first counter plate and the first clutch disc.
  • the cardanic spring Since the cardanic spring is thereby not connected to the axial side of the first counter plate facing the first clutch plate, but can be connected on the other axial side of the first counter plate to the side of the clutch cover facing the first counter plate, the axial distance bridged by the cardanic spring can be for example by the axial thickness of the first counter washer. Due to the increased axial installation space, the cardanic spring can be made softer, whereby the robustness of the cardanic spring can be increased. Since the cardanic spring is no longer attached to the first counterplate, but rather can grip it radially on the outside, the length of the cardanic spring designed as a leaf spring can be significantly increased.
  • the first counter plate is part of a correspondingly thick central plate, which forms the respective counter plate for two partial clutches on their different axial sides, so that the axial spring travel and the longitudinal extension of the Cardan spring can be increased particularly strongly.
  • the cardanic spring can grip around the first counter plate radially on the outside, it being possible to Arrange the cardanic spring on a larger radius, where the amount of disruptive fittings is less and the longitudinal extension of the cardanic spring can be increased further.
  • the gimbal spring at least partially overlaps the first counter plate radially on the outside, in particular the axial extension of the gimbal spring at least 25%, preferably at least 50% and further preferably at least 75% and particularly preferably at least 100% of the average axial extension of the first counter plate in one Friction area with the first clutch disc. Since the cardanic spring is not connected to the axial side of the first counter plate facing the first clutch disc, the cardanic spring can largely grip around the counter plate radially on the outside in order to be able to be connected to the clutch cover, whereby the axial extension and the axial spring away the gimbal spring can be enlarged accordingly.
  • the coupling cover can be connected to the first counterplate as far as possible from the driving ring, while additionally or alternatively the driving ring can end axially as far as possible from the coupling cover and / or from the first counterplate, so that the axial extension of the cardanic spring corresponds accordingly can be greatly increased.
  • the cardanic spring is preferably connected radially outside to the first counter plate with the driving ring and / or radially outside to the first counter plate with the clutch cover.
  • the cardanic spring can be provided in a comparatively far radially outer radius region, in which the extent of disturbing internals is reduced.
  • the longitudinal extent and thus the robustness and service life of the cardanic spring, which is designed in particular as a leaf spring, can thereby be significantly increased without any problems, without fear of striking or other disruption on another component of the clutch unit.
  • the driver ring and / or the clutch cover has a radially outwardly projecting attachment lug for attachment, in particular Riveting, the gimbal spring on.
  • the respective approach can easily be formed by a bent, projecting tab of the driving ring and / or the clutch cover, so that the connection point of the cardanic spring can be produced inexpensively. Machining of the first counter plate and / or a protruding cam of the first counter plate in order to form a connection point for the cardanic spring can be saved, as a result of which the production costs can be reduced.
  • a first return spring in particular in the form of a leaf spring, for automatically positioning the first pressure plate in an axial starting position is attached to the first counter plate. Since the cardanic spring is not directly connected to the first counterplate, additional installation space is created for the return spring, which is designed in particular as a leaf spring, as a result of which the longitudinal extension and thus the robustness and service life of the return spring can be increased.
  • the cardanic spring is preferably arranged radially outside of the first return spring. Since the return spring and the cardanic spring are arranged in different radius ranges or in mutually offset tangential directions, a collision of the return spring and the cardanic spring can be avoided even with a large respective longitudinal extension.
  • a second counter plate is provided for frictionally pressing a second clutch disc that can be connected in a rotationally fixed manner to a second transmission input shaft with the aid of a second pressure plate that can be axially displaced relative to the second counter plate.
  • the clutch assembly can be designed as a double clutch for connecting a double clutch transmission.
  • the first counterplate is from a first axial side of a central plate pointing in a first axial direction and the second counterplate is from one in one formed against the first axial direction in a second axial direction of the second axial side of the central plate.
  • the clutch assembly is designed as a double clutch according to the three-plate design, in which the first counterplate is part of the correspondingly thicker central plate.
  • the central plate forms the respective counter plate for two partial clutches on their different axial sides.
  • the central plate can have a greater thickness in the axial direction than in the case of a separate individual counter plate for each partial coupling, so that the axial spring travel and the longitudinal extension of the cardanic spring can be increased particularly strongly.
  • the cardanic spring preferably overlaps a first friction side of the first counter plate facing the first clutch disc and / or a second friction side of the second counter plate facing the second clutch disc. This can result in a particularly large longitudinal extension and / or a particularly large axial spring travel of the cardanic spring.
  • the cardanic spring is particularly preferably arranged completely in a radius region lying radially outside the central plate.
  • a protruding shoulder or cam to connect the cardanic spring to the central plate or a separately designed first counter plate can be saved, as a result of which the geometric shape of the central plate or the separate first counter plate can be simplified.
  • the number of cams projecting radially outward from the central plate or from the separate first counterplate can be limited to those by means of which the central plate or the first counterplate can be fastened with the clutch cover. Machining of the first counter plate or the central plate can be simplified in this way. The manufacturing costs can be kept low.
  • Fig. 1 a schematic sectional view of a clutch unit and 2: a schematic perspective view of the clutch unit from FIG.
  • the clutch assembly 10 configured as a double clutch in three-plate design in FIGS. 1 and 2 has a first partial clutch 12 for coupling a first transmission input shaft and a second partial clutch 14 for coupling a second transmission input shaft.
  • the first partial clutch 12 has a first pressure plate 16, which can be axially displaced relative to a first counter plate 20 formed by a first axial side of a central plate 18 in order to frictionally connect a first clutch disc 21, which can be connected in a rotationally fixed manner to the first transmission input shaft, between the first Press plate 16 and the first counter plate 20 of the central plate 18.
  • a first return spring 28 designed as a leaf spring, which shifts the first pressure plate 16 into a defined axial starting position relative to the first counter plate 20, which, for example, the open position of the first partial clutch 12 corresponds if no actuation force is introduced into the first partial clutch 12.
  • the second partial clutch 14 has a second pressure plate 30, which can be axially displaced relative to a second counter plate 32 formed by a second axial side of the central plate 18 in order to frictionally connect a second clutch disc 34, which can be non-rotatably connected to the second transmission input shaft, between the second Pressing pressure plate 30 and the second counter plate 32 of the central plate 18.
  • a second actuating element 36 which is designed as a plate spring and is pivotably mounted on the clutch cover 22, is provided, which can act on the second pressure plate 30.
  • a second return spring 38 designed as a leaf spring, which shifts the second pressure plate 30 into a defined axial starting position relative to the second counter plate 32, which corresponds, for example, to the open position of the second partial clutch 14. if no actuating force is introduced into the second partial clutch 14.
  • a drive ring 40 that can be coupled to a drive shaft of a motor vehicle engine, a torque generated in the motor vehicle engine can be introduced into the clutch unit 10.
  • the driver ring 40 is gimbal-connected to the clutch cover 22 via cardanic springs 42 designed as leaf springs and is flexible in the axial direction.
  • the driver ring 40 and the clutch cover 22 each have a radially outwardly projecting attachment lug 44 with which the cardanic spring 42 is riveted.
  • the clutch cover 22 is in turn fastened to the central plate 18 so that the torque arriving via the driving ring 40, the cardanic springs 42 and the clutch cover 22 can be introduced into the first partial clutch 12 and / or into the second partial clutch 14.
  • the cardanic spring 42 is arranged radially outside of the first return spring 28 and the central plate 18 and extends over a significant proportion of the thickness of the central plate 18. An axially projecting cam for connecting the cardanic spring 42 is saved.

Landscapes

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

Abstract

L'invention concerne un groupe d'embrayage (10) pour l'accouplement d'un arbre d'entraînement d'un moteur de véhicule avec au moins un arbre d'entrée de transmission d'une transmission de véhicule à moteur, muni d'une première contre-plaque (20) pour la pression en friction d'un premier disque d'embrayage (21) pour être connecté de manière fixe en rotation avec un premier arbre d'entrée de transmission à l'aide d'une première plaque de pression (16) déplaçable axialement par rapport à la première contre-plaque (20), une bague d'entraînement (40) pouvant être raccordée directement ou indirectement à l'arbre d'entraînement pour engager un moment de rotation de l'arbre d'entraînement, un carter d'embrayage (22) raccordé à la première contre-plaque (20) et au moins un ressort à cadran (42), en particulier sous forme d'un ressort à lame, pour obtenir une souplesse élastique en direction axiale, où le ressort à cadran (42) est raccordé de manière à transmettre le moment de rotation à la bague d'entraînement (40) et directement au carter d'embrayage (22). Par le ressort à cadran (42) ainsi allongé, on obtient un groupe d'embrayage (10) peu onéreux à grande durée de vie.
PCT/DE2019/100899 2018-10-23 2019-10-16 Groupe d'embrayage avec un ressort a cadran pour la formation d'une connexion axiale souple entre une bague d'entraînement et un carter d'embrayage WO2020083433A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018126351.1A DE102018126351B3 (de) 2018-10-23 2018-10-23 Kupplungsaggregat
DE102018126351.1 2018-10-23

Publications (1)

Publication Number Publication Date
WO2020083433A1 true WO2020083433A1 (fr) 2020-04-30

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PCT/DE2019/100899 WO2020083433A1 (fr) 2018-10-23 2019-10-16 Groupe d'embrayage avec un ressort a cadran pour la formation d'une connexion axiale souple entre une bague d'entraînement et un carter d'embrayage

Country Status (2)

Country Link
DE (1) DE102018126351B3 (fr)
WO (1) WO2020083433A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2315316A (en) * 1993-06-19 1998-01-28 Lamellen & Kupplungsbau Luk Torque transfer apparatus
DE10149700A1 (de) * 2001-10-09 2003-04-10 Zf Sachs Ag Axial- und taumelelastische Anbindung einer Kupplungseinrichtung an einer Antriebseinheit in einem Kraftfahrzeug-Antriebsstrang
DE102004034392A1 (de) * 2004-07-16 2006-02-16 Zf Friedrichshafen Ag Übertragungsanordnung zur Momentenübertragung zwischen Baueinheiten eines Kraftfahrzeug-Antriebsstrangs
EP1748206A2 (fr) * 2005-05-19 2007-01-31 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
EP1862687A2 (fr) * 2006-06-01 2007-12-05 Zf Friedrichshafen Ag Agencement de transmission d'un couple de rotation pour ligne de transmission de véhicule
WO2008064648A1 (fr) 2006-11-30 2008-06-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif de transmission de couple
EP1975437A2 (fr) * 2007-03-22 2008-10-01 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
DE102012214591A1 (de) * 2012-08-16 2014-05-15 Ford Global Technologies, Llc Doppelkupplungsgetriebe

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006019977B4 (de) * 2005-05-19 2018-01-04 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2315316A (en) * 1993-06-19 1998-01-28 Lamellen & Kupplungsbau Luk Torque transfer apparatus
DE10149700A1 (de) * 2001-10-09 2003-04-10 Zf Sachs Ag Axial- und taumelelastische Anbindung einer Kupplungseinrichtung an einer Antriebseinheit in einem Kraftfahrzeug-Antriebsstrang
DE102004034392A1 (de) * 2004-07-16 2006-02-16 Zf Friedrichshafen Ag Übertragungsanordnung zur Momentenübertragung zwischen Baueinheiten eines Kraftfahrzeug-Antriebsstrangs
EP1748206A2 (fr) * 2005-05-19 2007-01-31 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
EP1862687A2 (fr) * 2006-06-01 2007-12-05 Zf Friedrichshafen Ag Agencement de transmission d'un couple de rotation pour ligne de transmission de véhicule
WO2008064648A1 (fr) 2006-11-30 2008-06-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif de transmission de couple
EP1975437A2 (fr) * 2007-03-22 2008-10-01 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
DE102012214591A1 (de) * 2012-08-16 2014-05-15 Ford Global Technologies, Llc Doppelkupplungsgetriebe

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