CN113915244A

CN113915244A - Clutch device and power system

Info

Publication number: CN113915244A
Application number: CN202010654666.4A
Authority: CN
Inventors: 杨华清; 胡传胜
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-07-09
Filing date: 2020-07-09
Publication date: 2022-01-11

Abstract

The invention relates to a clutch device and a power system for a motor vehicle. The clutch device comprises a transmission part and a reaction plate which are connected with each other in a rotationally fixed manner, wherein the transmission part is used as an input end of the clutch device, the clutch device further comprises a transmission hub which is connected with the transmission part in a rotationally fixed manner, and the transmission part simultaneously transmits torque to the reaction plate and the transmission hub in parallel. The clutch device and the power system of the invention can expand the function of the clutch device.

Description

Clutch device and power system

Technical Field

The invention relates to the technical field of vehicles. In particular, the present invention relates to a clutch device and a transmission system including such a clutch device.

Background

Clutches are important components in motor vehicle powertrains. Fig. 1 shows a typical structure of a conventional clutch device. As shown in fig. 1, the clutch device generally includes a transmission ring gear 11, a reaction plate 12, a pressure plate 13, and friction plates 14, as well as an actuator. These components are generally annular and are arranged coaxially. The reaction disk 12 is connected to the gear ring 11 in a rotationally fixed manner by rivets. The ring gear 11 serves as an input end of the clutch device, torque from the internal combustion engine is input to the reaction plate 12, and when the pressure plate 13 presses the friction plates 14 against the reaction plate 12 by the actuator, the torque can be transmitted from the reaction plate 12 to the friction plates 14, and further to the downstream components such as the damper and the transmission. A typical structure of such a clutch device is disclosed in patent documents CN 102834633B and the like.

In hybrid vehicles, which are increasingly common nowadays, an electric machine is provided in addition to an internal combustion engine in the drive train. The input shaft of the electric motor usually passes coaxially through the central hole of the clutch device described above, being connected to the internal combustion engine in parallel with the whole clutch device. In this case, the transmission path is complicated, and the number of structural components is large, which is not favorable for improving the compactness of the layout.

Disclosure of Invention

Therefore, the technical problem to be solved by the present invention is to provide an improved clutch device and power system.

The above-mentioned object is achieved by a clutch device according to the invention. The clutch device comprises a transmission part and a reaction plate which are connected with each other in a rotationally fixed manner, wherein the transmission part is used as an input end of the clutch device, the clutch device further comprises a transmission hub which is connected with the transmission part in a rotationally fixed manner, and the transmission part simultaneously transmits torque to the reaction plate and the transmission hub in parallel. The transmission member may be a transmission ring gear having a toothed structure capable of transmitting torque. In this arrangement, two parallel torque transmission paths are integrated in the gear ring, and the engine torque input from the gear ring can be transmitted to the transmission through the reaction disk and also can be transmitted to the input shaft of the motor through the transmission hub, so that the motor can be driven to rotate while the torque is output to the transmission, and the power flow can be simultaneously distributed to the transmission and the motor.

According to a preferred embodiment of the present invention, the driving hub may be installed at a radially inner side of the driving ring gear so as to utilize an inner space of the driving ring gear, thereby not increasing the size of the clutch device.

According to a further preferred embodiment of the invention, the drive hub can be connected in a rotationally fixed manner to the drive ring gear by means of splines. This connection is easy to install. Alternatively, the drive hub can also be formed integrally with the drive ring gear or be connected in a rotationally fixed manner in another way.

According to a further preferred embodiment of the invention, the clutch device may comprise a circlip which axially abuts between the transmission toothed ring and the transmission hub, thereby defining the relative axial position of the transmission toothed ring and the transmission hub.

According to another preferred embodiment of the invention, the transmission toothed ring may have an annular main body portion and a plurality of snap tabs arranged in the circumferential direction, the transmission toothed ring further having snap slots formed between the snap tabs and the axial direction of the main body portion, the snap springs being radially inserted into the snap slots and axially abutting between the snap tabs and the transmission hub, thereby defining the relative axial positions of the transmission toothed ring and the transmission hub.

The above technical problem is also solved by a power system for a motor vehicle according to the present invention. The powertrain system includes a clutch arrangement having the above-described features.

According to another preferred embodiment of the present invention, the powertrain may further include an internal combustion engine inputting torque to the drive ring gear, which in turn outputs torque of the internal combustion engine through two parallel paths.

According to a further preferred embodiment of the invention, the drive train may further comprise a transmission, the clutch device further comprising a friction plate which is rotationally fixedly connectable to the reaction plate, the friction plate being rotationally fixedly connectable to the transmission, directly or indirectly. When the friction plate and the reaction plate are axially abutted together, torque input from the drive ring gear can be transmitted to the transmission through the reaction plate and the friction plate.

According to another preferred embodiment of the present invention, the power system may further comprise an electric machine having a machine input shaft that is non-rotatably connected to the drive hub, such that torque may be input to the electric machine through the drive ring gear to generate electricity. In this case, the motor input shaft can pass through the clutch device radially inside, and therefore neither interferes with the rotation of the clutch device, nor occupies a space outside the clutch device.

Drawings

The invention is further described below with reference to the accompanying drawings. Identical reference numbers in the figures denote functionally identical elements. Wherein:

fig. 1 shows a sectional view of a clutch device according to the prior art;

fig. 2 shows a cross-sectional view of a clutch device according to an embodiment of the invention;

fig. 3 shows a perspective view of a clutch device according to an embodiment of the invention;

FIG. 4 shows a front view of a drive ring gear of the clutch device according to an embodiment of the present invention;

fig. 5 shows another sectional view of the clutch device according to the embodiment of the present invention.

Detailed Description

Specific embodiments of a clutch device and a powertrain according to the present invention will be described below with reference to the accompanying drawings. The following detailed description and drawings are included to illustrate the principles of the invention, which is not to be limited to the preferred embodiments described, but is to be defined by the appended claims.

According to an embodiment of the present invention, a clutch apparatus for a powertrain of a motor vehicle is provided. Fig. 2 to 5 show an embodiment of a clutch device according to the invention. As shown, the clutch device includes a drive ring gear 21, a reaction plate 22, a pressure plate 23, friction plates 24, and a drive hub 25. The above components are all coaxially arranged ring structures.

As shown in fig. 2 and 3, the transmission ring gear 21 serves as an input terminal of the clutch device, into which torque from, for example, an internal combustion engine (not shown) of a vehicle can be input. Fig. 4 shows a perspective view of the transmission ring gear 21. As shown in fig. 4, the transmission ring gear 21 includes an annular main body portion 211 and a plurality of snap pieces 212 connected to the main body portion 211. The snap piece 212 extends toward the radially inner side on the side of the main body portion 211 that faces the internal combustion engine (the left side in fig. 2) and at a position near the inner peripheral edge of the main body portion 211. Each of the snap tabs 212 has the same size and shape and is evenly spaced along the circumferential direction. Three clips 212 are schematically shown, but more or fewer clips 212 may be provided as desired. The body portion 211 of the transmission ring gear 21 has teeth formed on its outer periphery for connection with a structure such as a flywheel for inputting torque to the clutch device.

The drive hub 25 is coaxially mounted radially inwardly of the drive ring gear 21. Mutually engaging splines are formed on the inner periphery of the driving ring gear 21 and the outer periphery of the driving hub 25, respectively, so as to connect them in a rotationally fixed manner. In order to axially position the drive hub 25, the clutch device further comprises a circlip 27. Each of the snap pieces 212 is connected to the main body portion 211 only at the radially outer side, and an axial gap, i.e., a snap groove, is formed between each of the snap pieces 212 and the main body portion 211. When the drive hub 25 and the drive ring gear 21 are mounted together, the snap spring 27 is inserted radially into these snap grooves, so that the snap spring 27 abuts axially between the snap tabs 212 and the drive hub 25, thereby limiting the axial position of the drive hub 25 relative to the drive ring gear 21. The connection portion of the snap piece 212 and the main body portion 211 restricts the movement of the snap spring 27 to the outside in the radial direction.

As shown in fig. 2, a conventional clutch member is mounted on the right side of the driving ring gear 21 (i.e., the side facing away from the internal combustion engine). These components include a reaction plate 22, a pressure plate 23 and friction plates 24, and are arranged coaxially with the drive ring gear 21, respectively. The reaction disk 22 is connected to the gear ring 21 in a rotationally fixed manner, for example by rivets. The pressure plate 23 is located on the axial side of the reaction plate 22 facing away from the transmission toothed ring 21. The friction plates 24 are located axially between the reaction plate 22 and the pressure plate 23. The actuator is able to drive the pressure plate 23 axially towards the reaction plate 22 so that the friction plates 24 are simply pressed together with the reaction plate 22 and the pressure plate 23. At this time, the torque transmitted to the reaction plate 22 through the power transmission ring gear 21 can be transmitted to the friction plates 24, and further transmitted to, for example, a transmission of a vehicle through the friction plates 24. The clutch components are merely exemplary and may have other clutch configurations such as dual clutches.

As shown in fig. 5, the drive hub 25 is hollow on the radially inner side, so that, for example, a motor input shaft 26 of an electric motor (not shown) can pass through it and is connected in a rotationally fixed manner to the drive hub 25. The motor input shaft 26 extends coaxially through the entire clutch device from the side facing away from the transmission toothed ring 21 to the side close to the transmission toothed ring 21. The motor input shaft 26 is connected in a rotationally fixed manner, for example by splines or the like, to the radially inner side of the transmission hub 25.

In this clutch device, the driving ring gear 21 serves as an input, and torque from the internal combustion engine can be introduced into the clutch device. By means of the reaction disk 22 and the drive hub 25, which are each connected in a rotationally fixed manner to the drive ring gear 21, torque can be transmitted in parallel via two different paths to different structures. Torque can be transferred to, for example, a transmission through the reaction plate 22 and conventional clutch components thereafter, and input to the electric machine through the drive hub 25 and the electric machine input shaft 26, thereby causing the electric machine to generate electricity. Therefore, the function of the clutch device is expanded in an integrated manner.

In alternative embodiments, the drive hub 25 can also be connected to the drive ring gear 21 in a different manner. For example, the radially inner side of the transmission ring gear 21 and the radially outer side of the transmission hub 25 may be formed with respective ring grooves, and the snap spring 27 may be radially inserted into the ring grooves on both sides, thereby restricting the axial positions thereof. Alternatively, the drive hub 25 and the drive ring gear 21 may be integrally formed. Furthermore, it is also possible to mount the drive hub 25 radially outside the drive ring gear 21, if space permits.

According to another embodiment of the invention, there is also provided a powertrain for a motor vehicle, the powertrain comprising a clutch device according to the preceding embodiment. In addition, an internal combustion engine at the front end of the torque transmission path, a transmission and/or an electric motor at the rear end of the torque transmission path, and the like can be included in the power system. The output of the internal combustion engine is connected in a rotationally fixed manner to the transmission ring gear 21, so that torque is input into the clutch device. The transmission is connected in a rotationally fixed manner to the friction linings of the clutch device, and further, other structures such as dampers may be arranged between the transmission and the friction linings. The electric machine is connected in a rotationally fixed manner to the drive hub 25 via a machine input shaft 26. Such a power system has the corresponding advantages of the clutch device described above.

Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.

List of reference numerals

11 drive gear ring

12 reaction disk

13 platen

14 friction plate

21 drive gear ring

211 main body part

212 card connector

22 reaction disc

23 platen

24 friction plate

25 drive hub

26 Motor input shaft

27 circlip

Claims

1. A clutch device comprises a transmission part and a reaction plate (22) which are connected in a rotationally fixed manner to one another, the transmission part serving as an input of the clutch device,

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

the clutch device also comprises a transmission hub (25) which is connected in a rotationally fixed manner to the transmission element, said transmission element simultaneously transmitting a torque to the reaction disk (22) and to the transmission hub (25) in parallel.

2. A clutch device according to claim 1, characterised in that the transmission member is a transmission ring gear (21) having a toothed structure capable of transmitting torque, the transmission hub (25) being mounted radially inside the transmission ring gear (21).

3. A clutch device according to claim 1, characterised in that the transmission hub (25) is connected in a rotationally fixed manner to the transmission member by means of splines.

4. A clutch device according to any one of claims 1 to 3, characterised in that it further comprises a circlip (27), said circlip (27) axially abutting between the transmission member and the transmission hub (25), thereby defining the relative axial position of the transmission hub (25).

5. The clutch device according to claim 4, characterized in that the transmission member has an annular main body portion (211) and a plurality of snap pieces (212) arranged in a circumferential direction, and further has a snap groove formed between the snap pieces (212) and an axial direction of the main body portion (211), and the snap spring (27) is radially inserted into the snap groove and axially abuts between the snap pieces (212) and the transmission hub (25).

6. A powertrain for a motor vehicle, characterized in that it comprises a clutch device according to any one of claims 1 to 5.

7. The powertrain system of claim 6, further comprising an internal combustion engine inputting torque to the drive member.

8. The powertrain system of claim 6, further comprising a transmission, the clutch arrangement further comprising a friction plate (24) rotatably connectable with the reaction plate (22), the friction plate (24) rotatably connectable with the transmission.

9. The power system according to any one of claims 6 to 8, further comprising an electric machine having a machine input shaft (26), the machine input shaft (26) being non-rotatably connected with the drive hub (25).

10. A power system according to claim 9, characterised in that the motor input shaft (26) passes radially inside the clutch device.