CN106468315B

CN106468315B - Clutch device

Info

Publication number: CN106468315B
Application number: CN201610685744.0A
Authority: CN
Inventors: 西山敦
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-08-19
Filing date: 2016-08-18
Publication date: 2020-07-14
Anticipated expiration: 2036-08-18
Also published as: DE102015215794A1; CN106468315A

Abstract

A clutch device includes a first friction element carrier and a second friction element carrier, which are supported in a rotatable manner about a common axis of rotation. The first friction element is positively engaged in the circumferential direction in the first friction element holder, and the second friction element is positively engaged in the circumferential direction in the second friction element holder. For this purpose, a form-fit connection between the first friction element and the first friction element carrier is produced by means of an elastic element which is located in the force flow between the first friction element and the first friction element carrier.

Description

Clutch device

Technical Field

The present invention relates to a clutch device. The invention relates in particular to a clutch device for installation in a drive train of a motor vehicle.

Background

Passenger vehicles include a drive train with a drive motor and a transmission. A clutch device is provided between the drive motor and the transmission. The clutch device comprises an input side and an output side, which are mounted so as to be rotatable about a common axis of rotation. The input side is connected with the drive motor, and the output side is connected with the transmission. A friction pack is provided between the input side and the output side, which friction pack is formed by a first and a second friction element, which are arranged alternately in the axial direction. The first friction element is fitted into the teeth on the input side, and the second friction element is fitted into the teeth on the output side. The friction elements are thereby each mounted on the side of the clutch device associated with the friction element in a torque-locking and axially displaceable manner. If the friction pack is pressed in the axial direction, torque can be transmitted between the input side and the output side.

In order to be able to achieve as uniform and impact-free a transition as possible between an open (friction pack not being pressed) and a closed (friction pack being pressed) clutch device, the first and/or the second friction element is generally provided with a special friction material.

However, the opening and in particular the closing behavior of the clutch device has proven to be improved with regard to Noise, Vibration and Harshness (NVH) even with the installation of the state of the art friction materials. Particularly, when the clutch device is mounted in a high-class passenger car, comfortable clutch characteristics are highly regarded.

Disclosure of Invention

The present invention is based on the object of providing a clutch device with improved NVH characteristics. The invention solves the object by means of the following solution and provides a preferred embodiment.

The clutch device comprises a first friction element carrier and a second friction element carrier, which are mounted so as to be rotatable about a common axis of rotation. The first friction element is positively engaged in the circumferential direction in the first friction element holder, and the second friction element is positively engaged in the circumferential direction in the second friction element holder. The form-fit is produced between the first friction element and the first friction element carrier by means of an elastic element which is located in the force flow between the first friction element and the first friction element carrier.

The spring element can contribute to an improvement in the NVH opening or closing behavior of the clutch device. In particular, the opening or closing can be achieved more uniformly or more impact-free.

In a first variant, the elastic element is arranged on the friction element. The spring element can advantageously be replaced together with the friction element if required. In this way, worn-out spring elements can be easily replaced.

In a further variant which can be combined with the above-described variant, the elastic element is arranged on the friction element holder. This makes it possible to reduce the number of elastic elements to be provided on the clutch device in total.

In a preferred embodiment, the spring element extends in the axial direction, wherein the plurality of friction elements rest against the spring element.

In both variants, the spring element can be in form-locking only on one side, so that it is loaded only when: a torque with a predetermined sign should be transmitted through the clutch device. The sign may alternatively be a positive or negative sign. If a torque with another sign is transmitted, a conventional form-locking can be produced without an elastic element located therebetween. Alternatively, two spring elements may be provided for the purpose of always having a form-fit between the first friction element and the first friction element carrier, independently of the sign of the torque to be transmitted. The two spring elements can also be embodied integrally with one another, in particular in one piece.

In a further preferred embodiment, the form-fit between the second friction element and the second friction element holder is also established by means of a spring element which is located in the force flow between the second friction element and the second friction element holder. In the force flow between the first and second friction element carrier, two spring elements can therefore be present, which together can provide for further improved clutch characteristics.

Particularly preferably, the spring element acts in a damping manner. For this purpose, materials with high intrinsic damping can be used in particular.

The material may comprise rubber, plastic or synthetic resin, for example. The materials and shapes can be so coordinated: in particular, vibrations of a given frequency range are damped intensively. The frequency ranges can be coordinated according to the clutch device for improving the NVH characteristics of the clutch device as a whole.

In another preferred embodiment, the first friction element has an axial friction surface made of steel and the second friction element has an axial friction surface made of another material. The opposite arrangement is also possible.

In addition, in various embodiments the clutch device is alternatively designed to operate dry or in a liquid bath, in particular an oil bath.

Drawings

The invention will now be described in detail with reference to the accompanying drawings, in which:

fig. 1 shows a schematic representation of a clutch device;

FIG. 2 shows an axial view of an exemplary friction element of the clutch apparatus of FIG. 1;

FIG. 3 shows a side view of the friction element of FIG. 2;

FIG. 4 shows a graph on the clutch device of FIG. 1; and

fig. 5 shows the force flow through the clutch device of fig. 1.

Detailed Description

Fig. 1 shows a clutch device 100 in longitudinal section. The clutch device 100 includes a rotational axis 105 about which a first friction element carrier 110 and a second friction element carrier 115 are rotatably mounted. The first friction element carrier 110 is located, for example, radially outward and can be connected, for example, to a drive motor as an input side of the clutch device 100. The second friction element carrier 115 is located, for example, radially inside and can be connected, for example, to a transmission as the output side of the clutch device 100.

Radially between the

friction element carriers

110, 115 is a friction pack 120 comprising one or more first friction elements 125 and one or more second friction elements 130, which are arranged alternately in the axial direction. The first friction element 125 is mounted on the first friction element carrier 110, for example, with the aid of a toothed connection in a torque-locking manner and axially displaceable. The second friction element 130 is mounted on the second friction element carrier 115 in a corresponding manner, preferably in a torque-locked and axially displaceable manner, for example by means of a further toothing. If the friction pack 120 is pressed in the axial direction, a frictional engagement is formed between the first friction element 125 and the second friction element 130, so that a torque can be transmitted between the

friction element carriers

110, 115. A corresponding axial actuating device for providing the axial pressing force is not shown in fig. 1.

Both the first friction element 125 and the second friction element 130 can carry a friction lining 135 on their axial surfaces. A modification without friction lining 135 at all is likewise possible. The friction linings 135 are ideally wear-resistant, highly loadable, long-lasting and achieve as uniform a frictional engagement as possible.

It is proposed that a spring element 140 be provided for further improving the opening and closing behavior of the clutch device 100, which spring element is located in the force flow between the first friction element carrier 110 and the second friction element carrier 115 in the region between the first friction element 125 and the first friction element carrier 110 or between the second friction element 130 and the second friction element carrier 115, respectively.

Fig. 2 shows an axial view of the

friction elements

125, 130 of the example of the clutch device 100 of fig. 1. According to the illustration in fig. 1, the first friction element 125 has radially outwardly projecting webs 205 which are designed to fit into corresponding recesses of the first friction element carrier 110. The recess extends in the axial direction in the friction element carrier 110, so that the first friction element 125 can be moved in the axial direction relative to the first friction element carrier 110 when the friction pack 120 is pressed in the axial direction. The second friction element 130 comprises in a corresponding manner a radially inwardly extending web 205 for positive positioning in an axial groove of the second friction element holder 115. The webs 205 are preferably distributed regularly on the first friction element 125 and/or on the second friction element 130 on a circumference around the axis of rotation 105.

It is proposed that the spring element 140 be arranged on the connecting plate 205 of the first friction element 125 and/or of the second friction element 130. The elastic element 140 may, for example, be ring-shaped, so that it can be self-retained on the connection plate 205 due to the pre-stress.

In another embodiment, the elastic member 140 is disposed on the first friction member support 110 and/or the second friction member support 115. Such a spring element 140 preferably extends in the axial direction, so that a plurality of

friction elements

125 and 130 can be held on the respective

friction element carrier

110, 115 by means of a single spring element 140 in a resilient or vibration-damping manner. It is also possible to provide the spring element 140 both on the web 205 and on the respective

friction element carrier

110, 115.

Fig. 3 shows a side view of the

friction elements

125, 130 of fig. 2.

Fig. 4 shows a graph of the clutch device 100 of fig. 1. The clutch device 100 disengagement/engagement characteristics when using the first friction lining 135 are shown in the upper region, and the clutch device disengagement/engagement characteristics when using the alternative second friction lining 135 are shown in the lower region. The features of the known clutch device 100 are shown on the left and the features of the clutch device 100 with one or more spring elements 140 are shown on the right.

A first curve 405 shows the relative rotational speed between the first friction element carrier 110 and the second friction element carrier 115, a second curve 410 shows the relative torque between the

friction element carriers

110, 115, and a third curve 415 shows the axial pressing force onto the friction pack 120. The temporal changes are given by way of example in the horizontal direction, and the curves given are respectively plotted qualitatively in the vertical direction.

In all four diagrams, the pressing force 415 increases at time 0.5 seconds and remains constant until the end of the diagram. The relative rotational speed 405 decreases linearly up to zero as the pressing force 415 increases.

The relative torque 410 in the upper left graph has a short time peak just before the clutch device 100 closes completely, wherein a closure can be recognized therefrom, the relative rotational speed 405 dropping to zero. This torque peak may be uncomfortable as an impact to the occupants of a motor vehicle having a drive train that includes clutch device 100. Said torque peaks can be almost completely eliminated by mounting the elastic element 140, as seen in the upper right figure.

In the lower left drawing, the clutch device 100 is better in that no large impact is generated when closing. On the other hand, the transmitted torque is not linear in time, which makes the vehicle occupants feel vibrations or judder. Here too, the mounting of the spring element 140 can also ensure that the relative torque curve 410 is almost completely smoothed.

In particular, in combination with the high-quality friction linings 135, the spring element 140 contributes significantly to the smoothness of the clutch device 100.

Fig. 5 shows a force flow 500 through the clutch device 100 of fig. 1. The friction element supports 110, 115 (see fig. 1) are not shown for clarity. The torque 505 to be transmitted by the clutch device 100 is transmitted to the second friction element 130 via the elastic element 140. From there, the frictional engagement is produced either directly on the first friction element 125 or indirectly via the friction lining 135. The transmitted torque 505 is transmitted from the first friction element 125 via the further elastic element 140 to the associated first friction element carrier 110. In another embodiment, the opposite torque flow is also possible.

Furthermore, one of the elastic elements 140 may also be eliminated. The illustration of fig. 5 is not limited to whether the spring element 140 is arranged on the

respective friction element

125, 130 or on the associated

friction element carrier

110, 115 or on both.

List of reference numerals

100 clutch device

105 axis of rotation

110 first friction element holder

115 second friction element holder

120 friction group

125 first friction element

130 second friction element

135 friction lining

140 elastic element

205 connecting plate

405 relative speed of rotation

410 relative torque

415 compressive force

500 force flow

505 torque

Claims

1. A clutch device (100) is provided with:

-a first friction element holder (110) and a second friction element holder (115), said first and second friction element holders being rotatably supported about a common axis of rotation (105);

-a first friction element (125) which is form-fit in the circumferential direction into the first friction element holder (110);

a second friction element (130) which is fitted in a form-fitting manner in the circumferential direction into the second friction element holder (115),

it is characterized in that the preparation method is characterized in that,

-establishing a form-fit between a first friction element (125) and the first friction element holder (110) by means of an elastic element (140) which is located in the force flow between the first friction element (125) and the first friction element holder (110).

2. The clutch device (100) according to claim 1, wherein the resilient element (140) is arranged on the friction element (125).

3. The clutch device (100) according to claim 1, wherein the resilient element (140) is arranged on the friction element carrier (110).

4. The clutch device (100) according to claim 3, wherein the resilient element (140) extends in an axial direction and a plurality of friction elements (125) bear against the resilient element (140).

5. The clutch device (100) according to one of the preceding claims, wherein a form-fit between the second friction element (130) and the second friction element carrier (115) is also established by means of a resilient element (140) which is located in the force flow between the second friction element (130) and the second friction element carrier (115).

6. The clutch device (100) according to any one of claims 1 to 4, wherein the elastic element (140) acts in a damping manner.

7. The clutch device (100) according to any one of claims 1 to 4, wherein the elastic element (140) includes one of rubber, plastic, and synthetic resin.

8. The clutch device (100) according to any one of claims 1 to 4, wherein the first friction element (125) has an axial friction surface made of steel and the second friction element (130) has an axial friction surface made of another material (135), or the second friction element has an axial friction surface made of steel and the first friction element has an axial friction surface made of another material.

9. Clutch device (100) according to any of claims 1 to 4, designed to operate in a liquid bath.

10. The clutch device (100) according to one of the claims 1 to 4, designed for dry operation.