WO2023213342A1 - Moyeu doté d'axe de rotation pour liaison dentée arbre-moyeu - Google Patents

Moyeu doté d'axe de rotation pour liaison dentée arbre-moyeu Download PDF

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Publication number
WO2023213342A1
WO2023213342A1 PCT/DE2023/100254 DE2023100254W WO2023213342A1 WO 2023213342 A1 WO2023213342 A1 WO 2023213342A1 DE 2023100254 W DE2023100254 W DE 2023100254W WO 2023213342 A1 WO2023213342 A1 WO 2023213342A1
Authority
WO
WIPO (PCT)
Prior art keywords
hub
shaft
compensating sleeve
stop
circumferential
Prior art date
Application number
PCT/DE2023/100254
Other languages
German (de)
English (en)
Inventor
Nicolas Waltz
Mathieu Bertheleme
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 WO2023213342A1 publication Critical patent/WO2023213342A1/fr

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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
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D1/104—Quick-acting couplings in which the parts are connected by simply bringing them together axially having retaining means rotating with the coupling and acting only by friction

Definitions

  • the invention relates to a hub with a rotation axis for a toothed shaft-hub connection, a shaft-hub connection with such a hub for a transmission, a drive train with such a shaft-hub connection, a motor vehicle with such a drive train, and a method for assembling such a shaft-hub connection.
  • Splined shaft-hub connections are known from industrial practice, particularly in the area of clutches and transmissions in vehicle technology.
  • An externally toothed shaft is pushed into a complementary internally toothed through-receiving opening in the hub and thus meshes with it.
  • Such noise emissions can be heard particularly well when the environment is otherwise quiet, for example because the vehicle's drive train operates particularly quietly when idling. This occurs, for example, in hybrid vehicles, which have both an electric motor and an internal combustion engine, and in purely electric vehicles, with users finding mechanically caused noise emissions from the drive train in such vehicles to be particularly annoying.
  • the invention relates to a hub with a rotation axis for a toothed shaft-hub connection, having a hub body with an internally toothed through-receiving opening for receiving a complementary externally toothed shaft.
  • the hub is primarily characterized in that a compensating sleeve is also provided, the compensating sleeve comprising:
  • the hub is designed for a toothed shaft-hub connection and accordingly has an axis of rotation, which is preferably identical to the axis of rotation of a shaft of the shaft-hub connection.
  • a hub body of the hub has a through-receiving opening for receiving the shaft.
  • the through-receiving opening has internal teeth and the shaft has complementary external teeth.
  • the hub has a compensating sleeve.
  • the compensating sleeve comprises, for example, a cylindrical axial section and a radially extending front section.
  • the compensating sleeve is preferably made of steel, aluminum and/or another metal or a metallic alloy.
  • the sleeve is made, for example, from a plastic, preferably with elastomeric properties and/or a thermoplastic, for example polypropylene, or additionally comprises a plastic.
  • a plastic with fiber reinforcement is preferably provided (at least in highly stressed areas).
  • the hub has at least one driving tongue, preferably at least two, particularly preferably an even plurality of driving tongues.
  • a plurality of driving tongues are arranged equidistant from one another along the circumference of the compensating sleeve.
  • a pair of driving tongues is arranged offset from one another by 180 ° [one hundred and eighty degrees of 360 °] on the circumference of the compensating sleeve.
  • the at least one driving tongue is designed to engage in a force-transmitting manner in the complementary externally toothed shaft.
  • the driving tongue preferably extends from the front section radially inwards in the direction of the shaft.
  • the at least one driving tongue engages between two teeth of the external toothing of the shaft.
  • force transmission is to be understood as meaning that at least one force with a force component in the circumferential direction can be transmitted between the compensating sleeve and the shaft by means of the driving tongue.
  • the hub also has an energy storage element.
  • the energy storage element is designed to maintain a preload in the circumferential direction between the hub body and the compensating sleeve.
  • the preload is caused by a force acting in the circumferential direction between the hub body and the Compensating sleeve caused, which is provided by the energy storage element by means of energy stored therein.
  • the energy storage element is, for example, a deformation spring; like a bending spring or a torsion spring; a hydraulic spring, a pneumatic spring, a rubber spring and/or a solid spring.
  • the energy storage element has, for example, a straight or curved force line.
  • a plurality of energy storage elements are preferably provided.
  • a plurality of energy storage elements are arranged equidistant from one another along the circumference of the compensating sleeve.
  • a pair of energy storage elements is arranged offset from one another by 180° [one hundred and eighty degrees of 360°] along the circumference of the compensating sleeve.
  • the compensating sleeve In an operating state in which the shaft is mounted in the hub and the shaft-hub connection is thus set up for torque transmission, the compensating sleeve is supported on the complementary externally toothed shaft by means of the driving tongue.
  • the compensating sleeve is preferably moved in rotation relative to the hub body and the shaft, so that the driving tongue is pressed against the shaft in the circumferential direction and presses against it.
  • a driving tongue engaging in the external toothing of the shaft is pressed against a flank of an adjacent tooth of the external toothing.
  • the hub with compensating sleeve enables a damping bridging of a play between the hub and the shaft, i.e. a play in the toothing between the shaft and the hub.
  • a relative movement between the hub body and the shaft is dampened.
  • the hub therefore offers the advantage of preventing or reducing unwanted noise emissions in a shaft-hub connection.
  • a reduction means that the noise occurs less frequently, meaning that noise emissions are prevented in most load cases, and/or a reduction in the noise level because the impact speed or resulting impact force is reduced.
  • the hub body further comprises a circumferential stop
  • the compensating sleeve further comprises a circumferential counter-stop, wherein in an assembled state the compensating sleeve is supported by means of the circumferential counter-stop on the circumferential stop relative to the hub body.
  • the hub body comprises a circumferential stop and the compensating sleeve comprises a circumferential counter-stop, wherein the circumferential stop and the circumferential counter-stop are in contact with one another in an assembled state in such a way that they support each other or the hub body against the compensating sleeve.
  • the circumferential stop therefore fixes the compensating sleeve in the circumferential direction against a rotational movement on the hub body.
  • the preload of the energy storage element thus acts in the assembled state between an attachment point or support point of the energy storage element on the hub body and the circumferential stop of the hub body, to which the force of the preload acting in the circumferential direction is transmitted from the circumferential counterstop of the compensating sleeve.
  • the hub is therefore kept in a prestressed state in the assembled state.
  • the prestressed state exists accordingly even without the shaft being accommodated in the through-receiving opening of the hub and the driving tongue on the shaft being moved away.
  • the contact, i.e. the support, between the circumferential stop and the circumferential counter-stop is designed to be detachable.
  • the assembly state can thus be converted into the operating state after the shaft has been inserted into the hub by releasing the contact between the circumferential stop and the circumferential counter-stop. This means that the preload of the energy storage element is no longer supported on the hub body itself, but on the shaft by means of the driving tongue. If there is play between the shaft and the driving tongue of the hub during assembly, when the hub is transferred from the assembled state and into the operating state, a rotational relative movement of the compensating sleeve to the hub body occurs until contact between the driving tongue and the shaft is established.
  • the circumferential stop and the circumferential counter-stop are a pairing of a projection and a complementary recess on or in the hub body or the compensating sleeve.
  • the circumferential counter-stop is a projection on the compensating sleeve and the circumferential stop is a complementary recess in the hub body.
  • the circumferential stop is detachable from the circumferential counter-stop by means of an axial relative movement between the circumferential stop and the circumferential counter-stop, particularly preferably by means of an axial relative movement between the hub body and the compensating sleeve.
  • the circumferential stop is arranged on a front surface of the hub body and the circumferential counter-stop on a corresponding (for example parallel extending) surface (of the front section) of the compensating sleeve.
  • a hub with such a prestressed assembly state therefore offers the advantage that assembly of a shaft-hub connection (i.e. inserting a shaft into the through-receiving opening of the hub) is particularly simple, quick and less prone to errors. It is further proposed in an advantageous embodiment of the hub that the hub further has an axial securing means, with the compensating sleeve relative to the hub body by means of the axial securing means:
  • the hub further has an axial securing means, by means of which the compensating sleeve is held in a first axial position and a second axial position on the hub body.
  • the axial securing means allows the compensating sleeve to be held on the hub body both in the assembled state (in the first axial position) and in the operating state (in the second axial position). This ensures increased safety and enables particularly easy installation.
  • the axial positions are defined by the relative position of the compensating sleeve to the hub body.
  • the circumferential stop In the first axial position (assembly state), the circumferential stop is in contact with the circumferential counter-stop and is supported on it.
  • the compensating sleeve does not move by itself in the axial direction, but is held in the axial direction.
  • the hub is held in the preloaded state by means of the circumferential stop. This means that the shaft can be easily mounted in the hub without a fitter having to hold individual components or manually maintain the preload of the hub through the energy storage element.
  • the hub is (by itself) transferred to the operating state and the contact between the circumferential stop and the circumferential counter-stop is released. Consequently, as explained above, the driving tongue is then supported on the shaft to transmit the force of the energy storage element.
  • the compensating sleeve is prevented, for example, from falling off during operation and/or slipping back into the first axial position.
  • the axial securing means is designed such that the compensating sleeve can be moved from the first axial position to the second axial position when a predetermined axial force on the compensating sleeve is exceeded.
  • a predetermined axial force is, for example, a usual manual force for a fitter, for example less than 50 N [fifty Newtons] and/or for a transport lock more than 2 N [two Newtons], preferably more than 5 N.
  • the compensating sleeve is guided axially on the outer peripheral surface of the hub body by means of the axial section of the compensating sleeve extending along the axial direction.
  • a hub with a corresponding axial securing means therefore offers the advantage that assembly of a shaft-hub connection, i.e. inserting a shaft into the through-receiving opening of the hub, is possible particularly easily and quickly and at the same time a high level of security of the shaft Hub connection is guaranteed with regard to the cohesion of the components (safety from loss, safety from incorrect assembly, operational safety). Furthermore, it is possible to provide the hub with a compensating sleeve pre-assembled on the hub body, which offers efficiency advantages in production.
  • the axial securing means comprises two recesses, which are axially offset from one another, and an engagement hook that is complementary to the recesses and can be snapped into one of the recesses.
  • the axial securing means comprises two recesses and a complementary engagement hook.
  • the recesses are axially offset from one another and the engagement hook is designed and arranged to engage the recesses.
  • the engagement hook and the first recess are arranged so that the engagement hook engages, or is engaged, in the first axial position in the first recess, and the second The recess is arranged so that the engagement hook engages, or is engaged, in the second recess in the second axial position.
  • the first axial position is determined via the arrangement of the first recess and the engagement hook or the second axial position is determined via the arrangement of the second recess and the engagement hook.
  • the engagement hook is, for example, a spring hook or a retaining finger, which can be snapped into the recesses and holds the compensating sleeve in the corresponding recess up to a predefined axial force which acts on the compensating sleeve. If the predefined axial force is exceeded, the engagement hook is moved (preferably transversely to the axial direction) out of the recess and releases the one axial relative movement between the compensating sleeve and the hub body. If the engagement hook passes through another recess during the axial relative movement, it is preferably automatically pressed into it by a restoring force and locks into place.
  • first recess and the second recess are identical.
  • the first recess and the second recess are preferably designed as two identical, circumferential grooves. This enables particularly simple and cost-effective production.
  • the first recess and the second recess are designed differently from one another.
  • at least one flank or both flanks of the first recess is flatter than at least one flank or both flanks of the second recess.
  • at least the flank which delimits the first recess in the axial direction of movement of the compensating sleeve when the hub is transferred from an assembly state to an operating state i.e. when moving the compensating sleeve from the first axial position to the second axial position
  • this corresponding edge is the second Recess designed with an overlap to prevent unintentional further movement of the compensating sleeve beyond the second axial position.
  • the recesses are preferably arranged and formed axially spaced apart from one another in an outer peripheral surface of the hub body and the engagement hook is a part of the axial securing means on the compensation sleeve side.
  • An engagement hook is preferably a projection on the axial section of the compensating sleeve or a hook at the end of a resilient lever, which is arranged on a front section of the compensating sleeve.
  • several engagement hooks are arranged, preferably equidistant from one another, along the circumference of the compensating sleeve.
  • the axial securing means includes two engagement hooks and a recess.
  • a bayonet lock is formed by means of the at least one recess and the at least one complementary engagement hook, with engagement and release of an engagement (using permissible assembly forces) solely by means of a transverse movement to the desired offset direction, for example a rotation about the axis of rotation with axial offset direction, can be carried out.
  • a transverse movement to the desired offset direction for example a rotation about the axis of rotation with axial offset direction
  • the engagement hook is part of the compensating sleeve and the recess is part of the hub body.
  • the first recess is formed to correspond to the assembled state, and the circumferential stop and the circumferential counter-stop are formed by means of the first recess and the engagement hook.
  • the circumferential counter-stop is formed by the axial securing means.
  • the first recess, into which the engagement hook engages in the first axial position is limited in the circumferential direction.
  • a flank of the first recess that delimits the first recess in the circumferential direction forms the circumferential stop and the engagement hook forms the circumferential counter-stop.
  • the first recess is preferably a circumferentially limited depression in an outer peripheral surface of the hub body and the second recess is a circumferential groove or a groove which extends further in the circumferential direction in the outer peripheral surface of the hub body than the first recess.
  • the compensating sleeve further comprises a driving stop, by means of which the compensating sleeve is taken along in the axial direction when the shaft is pushed through the through-receiving opening.
  • the compensating sleeve further comprises a driving stop.
  • the driving stop is arranged and designed in such a way that it comes into contact with the shaft when the shaft is pushed through the through-receiving opening and is taken along by it in the axial direction.
  • the circumferential counter-stop can also be detached from the circumferential stop and the hub can be transferred from the assembled state to the operating state.
  • the driving stop is arranged on an end face of the hub body, projecting in front of the through-receiving opening.
  • a shaft-hub connection for a transmission having at least the following components:
  • the shaft-hub connection is preferably designed for use in a transmission or a clutch, particularly preferably in dual clutch transmissions and/or transmissions in hybrid vehicles or purely electric vehicles.
  • the shaft-hub connection has an externally toothed shaft next to the hub.
  • a drive train having at least the following components:
  • a shaft-hub connection according to an embodiment according to the above description, wherein a torque can be transmitted between the at least one drive machine and the consumer by means of the shaft-hub connection, preferably arranged within the transmission.
  • the drive train proposed here comprises a drive machine, for example an internal combustion engine with a combustion engine shaft and/or at least one (preferably two) electric drive machine(s), and a transmission for transmitting a torque between the drive machine and a consumer, for example the propulsion wheels in a motor vehicle.
  • a drive machine for example an internal combustion engine with a combustion engine shaft and/or at least one (preferably two) electric drive machine(s)
  • a transmission for transmitting a torque between the drive machine and a consumer, for example the propulsion wheels in a motor vehicle.
  • the drive train has a shaft-hub connection according to the description above.
  • the shaft-hub connection is preferably arranged in the transmission.
  • Torque transmission between the consumer and the combustion engine shaft is preferably possible in both directions, for example in a motor vehicle to accelerate the motor vehicle (traction operation) and in the opposite direction (overrun operation), for example to use the engine brake and / or for recuperation to decelerate the motor vehicle.
  • a motor vehicle comprising a drive train according to an embodiment according to the above description and at least one propulsion wheel, wherein the at least one propulsion wheel can be driven by means of the drive train to propel the motor vehicle.
  • a motor vehicle is proposed that has at least one, preferably two or four propulsion wheels, and a drive train according to the above description for driving the at least one propulsion wheel in order to thus drive the motor vehicle.
  • Noise emissions from the drive train are often perceived as annoying by users of motor vehicles. This applies in particular to hybrid vehicles, i.e. vehicles equipped with an internal combustion engine and at least one electric drive machine, where users do not expect corresponding noises or are not used to them. However, particularly in a no-load or low-load operating state, for example when idling, noise emissions occur when there is play in the toothed shaft-hub connection.
  • a method of assembling a shaft-hub connection comprising the following steps: a. providing the hub; b. providing the shaft and inserting the shaft into the hub so that the internally toothed through-receiving opening comes into torque transmitting engagement with the complementary internally toothed shaft; c. Transfer to the operating state so that the driving tongue is in force-transmitting engagement with the complementary internally toothed shaft.
  • Such a hub is used in step a. provided in the assembly state described above, so that the shaft in step b. can be easily inserted into the through-receiving opening.
  • Step c is preferred. carried out in which the shaft is pushed through the through-receiving opening of the hub and thereby (preferably at a front exit end of the through-receiving opening) the driving stop of the compensating sleeve takes with you.
  • the compensating sleeve is thus preferably displaced in the axial direction relative to the hub body and the contact between the circumferential stop and the circumferential counter-stop is released.
  • a rotational relative movement of the compensating sleeve is triggered with respect to the hub body until the driving tongue is supported on the shaft, preferably a tooth of the external toothing of the shaft.
  • the hub is manually held in a preload during assembly and released when the shaft is in a desired position in the hub and preferably the driving tongue is threaded into the external teeth of the shaft.
  • Fig. 2 a schematic sectional view of a shaft-hub connection with the shaft and the hub from Fig. 1 in an operating state;
  • Fig. 3 a motor vehicle with a drive train.
  • the hub 1 shows a preferred embodiment of a hub 1 in an assembled state.
  • the hub 1 includes an internally toothed through-receiving opening 5.
  • an externally toothed shaft 6 to be mounted in the internally toothed through-receiving opening 5 of the hub 1 for producing a shaft-hub connection 3 is shown.
  • the shaft 6 is not yet completely mounted in the hub 1. Rather, as shown, the shaft 6 is inserted straight along an axial direction 11 into the through-receiving opening 5 of the hub 1 for assembly.
  • the hub 1 is in the assembled state.
  • the hub 1 comprises a hub body 4, in which the through-receiving opening 5 is arranged.
  • a compensating sleeve 7 is attached to the hub body 4.
  • the compensating sleeve 7 comprises a front section 29 which extends in the radial direction 28 and rests on an end face 19 of the hub body 4 and an adjacent axial section 30 which rests on an outer peripheral surface 31 of the hub body 4.
  • the front section 29 of the compensating sleeve 7 further comprises an energy storage element 9, which is arranged between the compensating sleeve 7 and the hub body 4 in order to generate a preload between the compensating sleeve 7 and the hub body 4.
  • the energy storage element 9 is a helical compression spring, which is supported at one end on the compensating sleeve 7 and at an opposite end on the hub body 4.
  • a driving tongue 8 extends radially inwards in front of the through-receiving opening 5.
  • a driving stop 18 is arranged behind the driving tongue 8, which also extends from the radially inner end of the front section 29, which extends in the radial direction in front of the through-receiving opening 5 and purely optionally in the axial direction away from the hub body 4.
  • a projection or an engagement pin is arranged on the front section 29 of the compensating sleeve 7, which engages in a recess or bore in the front side 19 of the hub body 4.
  • a circumferential stop 12 From the recess in the hub body 4 there is a circumferential stop 12 and from the projection of the compensating sleeve 7 there is a complementary stop to the circumferential stop Circumferential counter stop 13 is formed.
  • the circumferential stop 12 in the circumferential counter-stop 13 a rotational relative movement between the compensating sleeve 7 and the hub body 4 forced by the biasing force of the energy storage element 9 is blocked.
  • the circumferential counter-stop 13 is pressed against the circumferential stop 12 in the circumferential direction 10.
  • the hub 1 comprises an axial securing means 14, by means of which the compensating sleeve 7 can be held in a first axial position and a second axial position on the hub body 4 in the axial direction 11 (i.e. is held in the respective axial position with appropriate locking).
  • an engagement hook 17 which is bent radially inwards is formed at one end of the axial securing means 14. In the assembly state shown, the engagement hook 17 engages in a first recess 15 in the outer peripheral surface 31 of the hub body 4.
  • the first recess 15 is spaced from the end face 19 of the hub body 4 so that when (as shown) the engagement hook 17 is in the first recess 15 intervenes, the circumferential stop 12 and the circumferential counter-stop 13 engage one another and block a rotational relative movement between the compensating sleeve 7 and the hub body 4.
  • the first recess 15 is purely optionally a circumferential groove.
  • a second recess 16 is arranged on the outer peripheral surface 31 of the hub body 4, as a circumferential groove.
  • a plurality of energy storage elements 9, driving stops 18 and driving tongues 8 are preferably provided (not visible in the illustration). Both the energy storage elements 9, the driving stops 18 and the driving tongues 8 are preferably distributed equidistant from one another in the circumferential direction 10.
  • a driving tongue 8 is arranged between two driving stops 18.
  • only one driving stop 18 but a plurality of driving tongues 8 is provided. In one exemplary embodiment, this applies
  • a driving tongue 8 is located between two teeth of the external toothing 32 of the shaft 6.
  • two driving tongues 8, energy storage element 9 and/or driving stops 18 are each in relation to the axis of rotation 2 Arranged 180° offset from each other. This reduces the risk of jamming.
  • FIG. 2 shows a schematic sectional view of a shaft-hub connection 3 with a hub 1 from FIG. 1 in an operating state.
  • the shaft 6 was completely pushed into the through-receiving opening 5, so that a front end of the shaft 6 emerges from the end face 19 of the hub 1.
  • the shaft 6 has taken the compensating sleeve 7 along to the second axial position via the at least one driving stop 18, so that the compensating sleeve 7 has been moved axially away from the hub body 4.
  • the shaft 6 was pushed with an axial force which is sufficient to overcome a first axial holding force of the axial securing means 14.
  • the engagement hook 17 has moved radially outwards on a flank of the first recess 15 and thus out of the first recess 15.
  • the engagement hook 17 automatically moves radially inwards into the second recess 16 when the compensating sleeve 7 has been moved axially to such an extent that the engagement hook 17 is in the corresponding axial position.
  • the engagement hook 17 thus snaps into the second recess 16 in the second axial position.
  • This preferably also defines the end position of the shaft 6 and the shaft 6 is not moved any further.
  • the at least one driving stop 18 is designed so that it is bent radially outwards when there is a sufficiently large axial force acting on the shaft 6 before a second axial holding force, which the axial securing means 14 exerts in the second recess 16, is overcome.
  • the shaft 6 can be pushed further through the hub 1 without the compensating sleeve 7 being displaced beyond the second axial position.
  • the compensating sleeve 7 In the second axial position, the compensating sleeve 7 is arranged such that the circumferential counter-stop 13 has been moved out of the circumferential stop 12 and is no longer in contact with it.
  • the energy storage element 9 due to the preload by the energy storage element 9, there was a rotational movement between the compensating sleeve 7 and the hub body 4 until the at least one driving tongue 8 came into contact with at least one tooth of the external toothing 32 of the shaft 6 and is correspondingly supported on this tooth.
  • the energy storage element 9 thus exerts a force between the driving tongue 8 and the hub body 4, which presses the driving tongue 8 against the external teeth 32 of the shaft 6 in such a way that there is no play in the shaft even in low-load or no-load operation, for example idling. Hub connection 3 is present, which could cause unwanted noise emissions.
  • the drive train 21 includes a left propulsion wheel 25 and a right propulsion wheel 26, via which the motor vehicle 27 can be propelled.
  • the drive train 21 comprises, as a hybrid drive train, an internal combustion engine 22 (as shown below), a first electric drive machine 23 connected thereto (arranged here in a hybrid module with an unnamed and purely optional separating clutch), of which a hybrid group is formed is.
  • the drive train 21 includes a second electric drive machine 24 (as shown above). The hybrid group and the second electric drive machine 24 are connected to the drive wheels 25, 26 in a torque-transmitting manner by means of a transmission 20.
  • a switchable friction clutch is arranged between the hybrid module with the first electric drive machine 23.
  • the drive train 21 shown can be operated purely electrically to propel the motor vehicle 27 with the second electric drive machine 24 and, if necessary, additionally the first electric drive machine 23.
  • the drive train 21 (with the first electric drive machine 23 dragged along or decoupled) can be operated solely by means of the internal combustion engine 22.
  • charging a traction battery (generator operation) and/or starting the internal combustion engine 22 is possible, while the motor vehicle 27 is driven purely electrically by the second electric drive machine 24.
  • a shaft-hub connection 3 is presently arranged in the transmission 20.
  • the transmission input shaft is the externally toothed shaft 6 of the shaft-hub connection 3.
  • the motor axis is arranged transversely to a longitudinal axis 34 and corresponds to the axis of rotation 2, with the longitudinal axis 34 running from left to right through the motor vehicle 27, as shown.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Motor Power Transmission Devices (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un moyeu (1) comportant un axe de rotation (2) permettant une liaison dentée (3) arbre-moyeu, le moyeu comprenant un corps (4) de moyeu muni d'une ouverture de réception traversante dentée intérieurement (5) destinée à recevoir un arbre denté extérieurement (6) complémentaire. Le moyeu (1) est caractérisé particulièrement en ce qu'un manchon de compensation (7) est prévu en outre, le manchon de compensation (7) comprenant : au moins une languette de retenue (8) permettant une entrée en prise de transmission de force dans un arbre dentée extérieurement (6) complémentaire reçu ; et un élément de stockage d'énergie (9) permettant de maintenir une précontrainte dans la direction circonférentielle (10) entre le corps (4) de moyeu et le manchon de compensation (7). En état de fonctionnement, le manchon de compensation (7) est porté sur l'arbre denté extérieurement (6) complémentaire au moyen de la languette de retenue (8). Le moyeu proposé dans la description permet d'obtenir une réduction du bruit pendant le fonctionnement d'une liaison arbre-moyeu dans la boîte de vitesses d'un véhicule à moteur.
PCT/DE2023/100254 2022-05-03 2023-04-03 Moyeu doté d'axe de rotation pour liaison dentée arbre-moyeu WO2023213342A1 (fr)

Applications Claiming Priority (2)

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DE102022110823.6A DE102022110823B3 (de) 2022-05-03 2022-05-03 Nabe mit einer Rotationsachse für eine verzahnte Welle-Nabe-Verbindung
DE102022110823.6 2022-05-03

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WO2023213342A1 true WO2023213342A1 (fr) 2023-11-09

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DE102014226430A1 (de) * 2014-12-18 2016-06-23 Schaeffler Technologies AG & Co. KG Verbindungselement für eine Welle-Nabe Verbindung mit einer Welle
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