CN105697569B - Torque transmission device for a drive train of a motor vehicle and drive train of a motor vehicle - Google Patents
Torque transmission device for a drive train of a motor vehicle and drive train of a motor vehicle Download PDFInfo
- Publication number
- CN105697569B CN105697569B CN201510922703.4A CN201510922703A CN105697569B CN 105697569 B CN105697569 B CN 105697569B CN 201510922703 A CN201510922703 A CN 201510922703A CN 105697569 B CN105697569 B CN 105697569B
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- hub
- intermediate shaft
- transmission device
- shaft
- motor vehicle
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 94
- 238000010276 construction Methods 0.000 claims abstract description 3
- 230000009977 dual effect Effects 0.000 claims description 6
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 210000002105 tongue Anatomy 0.000 description 9
- 238000009434 installation Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000011109 contamination Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005553 drilling Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Images
Classifications
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- 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
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/12—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted for accumulation of energy to absorb shocks or vibration
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- 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
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/04—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow radial displacement, e.g. Oldham couplings
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- 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
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/06—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a torque transmission device for a drive train of a motor vehicle, for arrangement between a drive shaft (26) of an engine of the motor vehicle and an intermediate shaft (28) to an input shaft of a transmission, comprising a primary side (30) for connection to the drive shaft and a secondary side (32) for connection to the intermediate shaft, the secondary side (32) comprising a hub (34) for connection to the intermediate shaft (28), the hub (34) being of multi-part construction and comprising a hub body (46) for connection to the secondary side and a hub inner body (38) for connection to the intermediate shaft, the hub inner body being arranged in the hub body, the hub body and the hub inner body being axially movable and substantially torsionally connected to one another in order to compensate for axial and/or radial deflections and/or movements of the intermediate shaft. By means of the multi-part hub (34), the torque transmission device can compensate axial and/or radial deflection and movement of the coupled intermediate shaft (28) and reduce the load acting on the transmission input shaft.
Description
Technical Field
The invention relates to a torque transmission device for a drive train of a motor vehicle and to a drive train of a motor vehicle.
Background
In the drive train of a motor vehicle, a torque transmission device is arranged between a drive shaft of the motor vehicle engine and a transmission input shaft. A clutch is arranged between the torque transmission device and the transmission input shaft, which clutch is connected to the torque transmission device via an intermediate shaft. The torque transmission device has a primary side and a secondary side, wherein the secondary side is mounted in a floating manner relative to the primary side in order to be able to compensate for radial forces which are transmitted by the torque transmission device to the intermediate shaft. The radial forces lead to a misalignment of the intermediate shaft or to a tilted position of the intermediate shaft. The secondary side of the torque transmission device coupled to the intermediate shaft can damage components of the drive train, such as seals, thereby reducing the service life of the drive train.
Disclosure of Invention
It is therefore an object of the present invention to provide a torque transmission device for use which can compensate for misalignments and movements of the countershafts of the transmission input shaft, for example, tilting positions, and can reduce the loads acting on the transmission input shaft.
The invention relates to a torque transmission device for a drive train of a motor vehicle, for arrangement between a drive shaft of an engine of the motor vehicle and an intermediate shaft to an input shaft of a transmission, wherein the torque transmission device comprises a primary side for connection to the drive shaft and a secondary side for connection to the intermediate shaft, wherein the secondary side comprises a hub for connection to the intermediate shaft, wherein the hub is of multi-part design and has a hub body for connection to the secondary side and a hub inner body for connection to the intermediate shaft, wherein the hub inner body is arranged in the hub body, and wherein the hub body and the hub inner body are axially movable relative to one another and are connected to one another substantially rotationally fixed, so as to compensate for axial and/or radial deflections and/or movements of the intermediate shaft.
In the case of small dynamic deflections of the transmission input shaft, particularly light motor vehicle transmissions can already be exposed to high loads, since the force-receiving components are dimensioned with less safety and therefore react more sensitively to increased force effects. The transmission input shaft is therefore supported with difficulty and is deflected to a greater extent axially and/or radially under dynamic loading. Due to this deflection, in particular, the seal bearing against the transmission input shaft can be damaged, which reduces the service life. The further the transmission input shaft protrudes from the motor vehicle transmission, the more intense this effect occurs. For example, the inner transmission input shaft of a dual clutch transmission extends significantly further than the outer transmission input shaft. In particular, if the transmission input shaft is extended in the axial direction by means of an intermediate shaft, for example in order to attach an electric machine for a purely electric drive of a motor vehicle via the intermediate shaft, a relatively large axial distance between the motor vehicle transmission and the motor vehicle engine is bridged, which may lead to particularly strong deflections of the transmission input shaft.
The hub, which is composed of a hub body and a hub inner body, can provide a flexibly configured hub for use, which can compensate for misalignments and movements of an intermediate shaft connected to the drive train when the torque transmission device is arranged in the drive train. In particular, radial deflections, axial movements and/or radial movements of the intermediate shaft can be compensated by the hub. This can be achieved by: the hub body and the hub inner body are axially movable relative to each other in order to compensate for axial movement and/or axial deflection of the intermediate shaft. Furthermore, the hub body and the hub inner body are connected to one another substantially torsionally fixed. The term substantially rotationally fixed here describes that the hub inner body and the hub body can be rotated in the radial direction only as a result of tolerances in the radial direction relative to one another, so that radial movements and/or deflections of the intermediate shaft can thereby also be compensated. Furthermore, the torque of the drive shaft can thereby be transmitted from the hub body to the hub inner body and thus from the hub inner body to the intermediate shaft. Here, the hub inner body may be configured such that the hub inner body has a greater width in the axial direction than the hub body. In this way, it can be ensured that the hub inner body cannot slip out of the hub body when the hub inner body moves axially in the hub body.
Preferably, the hub body and the hub inner body can be connected to each other substantially torsionally stiff by forming mutual tooth regions. The hub body and the hub inner body can be connected to one another, in particular, by means of a plug-in toothing, so that the assembly of the hub can be carried out by simply plugging the hub inner body together in the hub body. The term plug-in toothing describes a possible configuration of the connection. To a multiple-driver connection in which torque can be transmitted via the tooth flanks. Here, the hub inner body can be externally engageable and the hub body can be internally engageable. In principle, the two parts are allowed to move relative to each other in the axial direction, which may simplify mounting and dismounting, for example. Furthermore, the hub can in this way introduce torque from the drive shaft into the torque transmission device into the intermediate shaft.
Furthermore, when installed in the drive train, a degree of freedom for the torque transmission device, such as a floating bearing, can be saved by the torque transmission device, since misalignments and movements of the intermediate shaft can be compensated for by the flexibly configured hub of the torque transmission device.
In particular, the support structure and the transmission can be designed in a reduced-mass manner in the drive train by means of such a flexibly designed hub in order to reduce friction and CO of the drive train2And (5) discharging.
The torque transmission device can compensate for misalignment and movement of the coupled transmission input shaft and reduce the load on the transmission input shaft by the flexible hub having a multi-piece construction.
In a preferred embodiment, the torque transmission device is a dual-mass flywheel and the hub is arranged on the secondary-side output side of the dual-mass flywheel. The use of a dual-mass flywheel makes it possible to achieve vibration decoupling in the drive train over the entire rotational speed range of the motor vehicle engine, high noise comfort due to uniform transmission operation, transmission protection due to reduced torque peaks, long service life of the drive train components and low installation space requirements.
Preferably, the secondary side is supported on the primary side by a bearing arranged radially outside with respect to the hub. In the case of a torque transmission device, the secondary side can be mounted on the primary side by means of bearings, in particular by means of plain bearings or rolling bearings, so that, when the torque transmission device is installed in the drive train, the mass of the secondary side is not carried by the intermediate shaft. In this way, the deflection of the intermediate shaft can be reduced by means of the torque transmission device incorporated in the drive train, as a result of which the drive train can be designed in a manner that is less prone to errors during operation. The intermediate shaft can radially support the torque transmission device on the secondary side via the hub, while the secondary side is supported on the primary side via a bearing, in particular via a plain bearing. The intermediate shaft can thus be supported and braced on the primary side indirectly via the secondary side. This eliminates radial deflections of the countershaft at its free end facing away from the motor vehicle transmission or at least limits it to intentionally set radial tolerances.
The bearing can be designed as a plain bearing, which has in particular a functional plain bearing surface which can be overdimensioned for a pure bearing of the secondary side on the primary side, and furthermore the bearing can have a correspondingly greater material thickness (Materialst ä rke) and/or a correspondingly increased strength.
In a preferred embodiment, a clearance exists between the hub body and the hub inner body for compensating radial movement and deflection of the intermediate shaft. The term gap here describes a freedom of movement depending on manufacture and use, whereby the hub inner body is freely movable in the hub body after assembly. The defined gap between the hub body and the hub inner body may be achieved with suitable tolerances. The gap allows for smooth operation, easy assembly, avoidance of clamping, insensitivity to temperature fluctuations and contamination, less noise and predictable characteristics during operation. The compensation of the radial deflection of the coupled intermediate shaft can be achieved by a gap between the hub body and the hub inner body.
Preferably, the hub body has at least one tongue directed in the direction of the hub inner body for transmitting a torque to the hub inner body, and the hub inner body has at least one recess for receiving the tongue. The tongues can either be produced integrally with the inner contour of the hub body or can be additionally introduced into the inner contour of the hub body by a form-fitting connection, a force-fitting connection or by a material-fitting connection. Here, the recess for receiving the tongue in the hub inner body can be configured to be larger than the contour of the tongue. In this way, the hub can compensate for radial deflection and radial movement of the intermediate shaft. The engagement of the tongue in the recess can transmit torque from the drive shaft via the torque transmission device to the coupled countershaft and thus to the transmission input shaft.
Preferably, the torque transfer device comprises two side flanges and the hub is arranged between the two side flanges. The use of two side flanges allows the hub to be decoupled from the torque transfer device so that the hub between the two side flanges can compensate for torsional moments transmitted by the transmission input shaft during operation. In this way, radial movement and radial deflection of the transmission input shaft can be compensated by the arrangement of the hub.
In a preferred embodiment, the hub inner body has an internal toothing for the rotationally fixed connection to the intermediate shaft. The rotationally fixed connection between the hub inner body and the intermediate shaft can be designed as a plug-in toothing. The hub inner body can have, for example, an internal toothing, which can be fitted in a corresponding external toothing of the intermediate shaft. Thus, the torque introduced from the drive shaft into the torque transmission unit can be introduced into the intermediate shaft. The intermediate shaft can be received in the hub inner body in an axially displaceable manner, so that automatic axial compensation and/or simple assembly can be carried out. If no axial relative mobility is to be provided and instead the intermediate shaft is also to be supported axially, it can be provided that the hub inner body is also connected in a rotationally fixed manner in the axial direction in a friction-locking and/or form-locking manner to the intermediate shaft.
The invention further relates to a drive train of a motor vehicle, comprising a drive shaft of a motor vehicle engine, at least one transmission input shaft of a motor vehicle transmission, an intermediate shaft, a separating clutch which can couple the intermediate shaft to the transmission input shaft, and a torque transmission device which is connected to the drive shaft and the intermediate shaft and which can be developed and designed as described above in order to compensate for axial and/or radial deflections and/or movements of the intermediate shaft, wherein the torque transmission device and the intermediate shaft are connected to one another by a substantially rotationally fixed connection.
Since the drive train has a torque transmission device which can be developed and constructed as described above, misalignment and movement of the intermediate shaft can be compensated in the drive train, so that the drive train can be less prone to errors during operation.
In a preferred embodiment, the intermediate shaft is axially spaced relative to the drive shaft. The torque transmission device comprises a hub which can radially support the intermediate shaft, while the secondary side of the torque transmission device is supported on the primary side of the torque transmission device by means of bearings, in particular plain bearings. The intermediate shaft can thus be supported and braced on the primary side indirectly via the secondary side. In this way, radial deflections of the countershaft at its free end facing away from the motor vehicle transmission can be eliminated or at least limited to deliberately set radial tolerances. Here, it is not necessary to extend the intermediate shaft to such an extent that it can be supported in the drive shaft or primary side by means of a guide bearing (pilotmanager). Thus, there is no need to weaken the drive shaft by drilling for guiding the bearing. Instead, the support of the intermediate shaft at the end facing away from the motor vehicle transmission is carried out in particular exclusively in an axial region covered by the torque transmission device, wherein the intermediate shaft is supported in particular on an edge region of the axial region facing the motor vehicle transmission. The intermediate shaft can therefore be supported as close as possible to the motor vehicle transmission by the torque transmission device, so that the dynamic deflection of the intermediate shaft and in particular of the transmission input shaft attached by the separating clutch can be minimized. When using a sliding bearing, the installation space requirement for the bearing arrangement is kept small compared to a ball bearing as used in particular as a guide bearing. The intermediate shaft can be supported radially by the hub on a secondary side, which is mounted on the primary side by means of a plain bearing that saves installation space, as a result of which dynamic deflections of the intermediate shaft can be avoided at a point closer to the motor vehicle transmission than the drive shaft, so that low loads in the motor vehicle transmission for the drive train of a motor vehicle, in particular a hybrid motor vehicle, are achieved with a small installation space.
Drawings
The invention is explained in the following by way of example according to preferred embodiments with reference to the drawings, in which the features shown below can represent an aspect of the invention both individually and in combination. The figures show:
FIG. 1: a cross-sectional view of a torque transfer device according to the prior art,
FIG. 2: a cross-sectional view of a torque transfer device according to an embodiment, an
FIG. 3: the torque transfer device of fig. 2 is a detailed view.
Detailed Description
Fig. 1 shows a cross-sectional view of a torque transmission device 10 according to the prior art. The torque transfer device 10 is a dual mass flywheel comprising a primary side 12 and a secondary side 14. The primary side is connected to a drive shaft 16 of a motor vehicle engine, not shown. The secondary side 14 has a centrifugal force pendulum 18 and a hub 20. The hub 20 is connected on the output side of the secondary side 14 via an intermediate shaft 22 to a transmission input shaft, not shown. The intermediate shaft 22 is connected, in particular, to a clutch, not shown, in order to transmit torque to the transmission input shaft.
Fig. 2 shows a preferred embodiment of the torque transfer device 24. The torque transfer device 24 is arranged between a drive shaft 26 and an intermediate shaft 28 of a motor vehicle engine, not shown. The countershaft 28 connects the torque transfer device 24 with a clutch, not shown, and thus with a transmission input shaft, not shown.
The torque transfer device 24 is configured as a dual mass flywheel. The dual mass flywheel includes a primary side 30 and a secondary side 32. The primary side 30 is connected to the drive shaft 26. The secondary side 32 is connected on the output side to the intermediate shaft 28 via a hub 34. Furthermore, the secondary side 32 is mounted on the primary side 30 by means of bearings 48, for example plain bearings.
The torque transfer device 24 includes two side flanges 36 on the secondary side 32. The hub 34 is arranged between two side flanges 36. In this manner, the hub 34 can balance the torsional moments acting on the hub 34 due to misalignment and/or movement of the intermediate shaft 28. The torsional moment acting on the hub 34 is shown by arrow a in fig. 2.
A top view of a detailed view of the hub 34 of fig. 2 is shown in fig. 3. The hub 34 is constructed from a hub body 46 and a hub inner body 38. The hub body 46 and the hub inner body 38 are interleaved and axially movable relative to each other. Furthermore, the hub body 46 and the hub inner body 38 are connected to one another substantially in a rotationally fixed manner by forming a mutual toothing region. A clearance exists between hub body 46 and hub inner body 38 for compensating for radial movement and deflection of the transmission input shaft. The gap between the hub body 46 and the hub inner body 38 is exemplarily shown with arrow B. Here, the clearance may be a coordinated clearance between the hub body 46 and the hub inner body 38.
Furthermore, it can be seen in fig. 3 that the hub body 46 has six tongues 40 for transmitting torque to the hub inner body 38. The hub inner body 40 has six notches 42 for receiving the tongues 40.
Furthermore, the hub inner body 38 has an internal toothing 44 for the rotationally fixed and axially movable connection to an intermediate shaft, not shown. In this way, the intermediate shaft and the torque transmission device 24 can be connected to one another by a rotationally fixed and axially movable connection, in particular by a plug-in toothing.
List of reference numerals
10 Torque Transmission device
12 primary side
14 secondary side
16 drive shaft
18 centrifugal force pendulum
20 hub
22 intermediate shaft
24 torque transmission device
26 drive shaft
28 intermediate shaft
30 primary side
32 secondary side
34 hub
36 side flange
38 hub inner body
40 tongue part
42 recess
44 internal tooth part
46 hub body
48 bearing
Torsion A
B gap
Claims (11)
1. Torque transmission device for a drive train of a motor vehicle, for arrangement between a drive shaft (26) of an engine of the motor vehicle and an intermediate shaft (28) connected to an input shaft of a transmission, wherein the torque transmission device comprises a primary side (30) for connection with the drive shaft (26) and a secondary side (32) for connection with the intermediate shaft (28), wherein the secondary side (32) comprises a hub (34) for connection with the intermediate shaft (28), wherein the hub (34) is of multi-part construction and comprises a hub body (46) and a hub inner body (38) for connection with the intermediate shaft (28), wherein the hub inner body (38) is arranged in the hub body (46), and wherein the hub body (46) and the hub inner body (38) are axially movable relative to one another and are connected to one another substantially rotationally fixed, so as to compensate for axial and/or radial deflections and/or movements of the intermediate shaft (28).
2. The torque transfer device according to claim 1, characterized in that the torque transfer device is a dual mass flywheel and the hub (34) is arranged on the output side of the secondary side (32) of the dual mass flywheel.
3. The torque transmission device according to claim 1 or 2, characterized in that the secondary side (32) is supported on the primary side (30) by a bearing (48) arranged radially outside with respect to the hub (34).
4. The torque transmission device according to claim 3, characterized in that the bearing (48) is configured for taking off dynamic loads introduced into the secondary side (32) by the intermediate shaft (28).
5. The torque transfer device of claim 1, wherein a gap (B) exists between the hub body (46) and the hub inner body (38) for compensating for radial movement and deflection of the intermediate shaft (28).
6. The torque transfer device of claim 1, wherein the hub body (46) has at least one tongue (40) directed in the direction of the hub inner body (38) for transferring torque to the hub inner body (38), and the hub inner body (38) has at least one notch (42) for receiving the tongue (40).
7. The torque transfer device of claim 1, wherein the torque transfer device includes two side flanges (36), and wherein the hub (34) is disposed between the two side flanges (36).
8. The torque transmission device according to claim 1, characterized in that the hub inner body (38) has an internal toothing (44) for a rotationally fixed connection with an intermediate shaft (28).
9. Drive train of a motor vehicle, comprising a drive shaft (26) of a motor vehicle engine, at least one transmission input shaft of a motor vehicle transmission, an intermediate shaft (28), a disconnect clutch enabling coupling of the intermediate shaft (28) with the transmission input shaft, a torque transmission device connected with the drive shaft (26) and the intermediate shaft (28), the torque transmission device being a torque transmission device according to any one of claims 1 to 8 for compensating axial and/or radial movements of the intermediate shaft (28).
10. Drive train according to claim 9, wherein the intermediate shaft (28) is axially spaced relative to the drive shaft (26).
11. Drive train according to claim 9 or 10, characterized in that the torque transmission device is used for compensating axial and/or radial deflections of the intermediate shaft (28).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014225787.5 | 2014-12-15 | ||
| DE102014225787 | 2014-12-15 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105697569A CN105697569A (en) | 2016-06-22 |
| CN105697569B true CN105697569B (en) | 2020-07-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510922703.4A Active CN105697569B (en) | 2014-12-15 | 2015-12-14 | Torque transmission device for a drive train of a motor vehicle and drive train of a motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN105697569B (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19716488C2 (en) * | 1997-04-19 | 2003-04-30 | Zf Sachs Ag | Torsional vibration damper with a transmission and a switching device therefor |
| WO2007095881A1 (en) * | 2006-02-24 | 2007-08-30 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Gearwheel drive for driving a secondary assembly of a vehicle |
| DE102013205181A1 (en) * | 2012-04-16 | 2013-10-17 | Schaeffler Technologies AG & Co. KG | Centering element for dual-mass flywheel arranged in powertrain of combustion engine-driven motor car, has combustion-engine side and gear-box side centering portions inserted into recesses of input and output sections respectively |
| CN104736880B (en) * | 2012-10-18 | 2017-04-05 | 舍弗勒技术股份两合公司 | Dual mass flywheel and torque transmission device having a dual mass flywheel |
| DE112013005609A5 (en) * | 2012-11-22 | 2015-09-17 | Schaeffler Technologies AG & Co. KG | Converter unit with a damping system and with a torque transmission unit |
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2015
- 2015-12-14 CN CN201510922703.4A patent/CN105697569B/en active Active
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| CN105697569A (en) | 2016-06-22 |
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