WO2018233754A1 - Dispositif de transmission de couple - Google Patents

Dispositif de transmission de couple Download PDF

Info

Publication number
WO2018233754A1
WO2018233754A1 PCT/DE2018/100476 DE2018100476W WO2018233754A1 WO 2018233754 A1 WO2018233754 A1 WO 2018233754A1 DE 2018100476 W DE2018100476 W DE 2018100476W WO 2018233754 A1 WO2018233754 A1 WO 2018233754A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
pressure plate
lever element
transmission device
torque transmission
Prior art date
Application number
PCT/DE2018/100476
Other languages
German (de)
English (en)
Inventor
René Daikeler
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 WO2018233754A1 publication Critical patent/WO2018233754A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
    • F16D2021/0615—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate the central input plate is supported by bearings in-between the two clutches

Definitions

  • the invention relates to a torque transmission device for a drive train of a motor vehicle for coupling a drive shaft with a first transmission input shaft, comprising a first part clutch for coupling the drive shaft with the first transmission input shaft, wherein the first part clutch limited in the axial direction displaceably arranged first pressure plate for bracing a having first clutch disc with a counter-plate.
  • the first pressure plate can be actuated by way of a first lever element, wherein an initial position of the first lever element can be limited and / or limited by means of a clutch-internal stop.
  • EP 1 632 687 B1 describes a torque transmission device in a drive train of a motor vehicle for torque transmission between a drive unit having an output shaft and a transmission having at least two transmission input shafts.
  • a friction linings having clutch disc With the transmission input shafts each, a friction linings having clutch disc, rotatably connected, wherein between the friction linings of a clutch disc and the friction linings of the other clutch disc an intermediate pressure plate is arranged, which is rotatably connected to the output shaft of the drive unit.
  • the friction linings of the clutch disks are arranged between the intermediate pressure plate and pressure plates which are movable relative to the intermediate pressure plate with respect to the transmission input shafts with the aid of a first actuating element in order to clamp the friction linings between the intermediate pressure plate and the pressure plates.
  • a dual clutch assembly is described in the classical arrangement, in which the corresponding pressure plates are axially displaced via the actuating element.
  • Further torque transmission devices are known, which have an adjusting device for adjusting a wear-related lack of distance of a pressure plate to a counter-plate. By means of the adjusting device, a wear-related faulty distance between the pressure plate and the counterplate can be corrected by means of an adjusting ring, so that a lever element can be used to displace the contactor. always has to perform the same or only slightly different engagement.
  • lever elements should be designed so that they can exert a corresponding engagement for the various wear states of the friction linings to the point of complete wear. There is therefore a regular need to further develop the torque transmission device, in particular in the area of lever actuation.
  • a torque transmission device for a drive train of a motor vehicle for coupling a drive shaft with a first transmission input shaft, comprising a first part clutch for coupling the drive shaft to the first transmission input shaft, wherein the first part clutch has a first pressure plate arranged to be displaceable in the axial direction first clutch disc having a counter-plate, a connected to the counter-plate clutch cover, and a standing with the first pressure plate operatively connected at least partially against the clutch cover ab
  • first lever member for axial displacement of the first pressure plate wherein for the axial displacement of the first pressure plate, the first lever element at least partially engageable in the axial direction and / or disengageable is, characterized in that a starting position of the first lever member via a clutch internal limit is limited and / or limited.
  • the torque transmission device has at least one first partial clutch for coupling a drive shaft, in particular a crankshaft of an internal combustion engine, with a first transmission input shaft of a motor vehicle transmission.
  • the first part clutch has a limited in the axial direction displaceably arranged first pressure plate for bracing a first clutch disc with a counter-plate, wherein the first clutch disc is preferably rotatably connected to the first transmission input shaft.
  • Axial here means in or parallel to the axial direction of the first transmission input shaft.
  • a friction lining is arranged between the first clutch disc and the pressure plate and / or counter plate usually a friction lining is arranged.
  • a clutch cover is connected to the counter plate.
  • the first pressure plate is operatively connected to a first lever element, which is supported against the clutch cover.
  • the operative connection between the first lever element and the first pressure plate can preferably take place via a tie rod, which is connected to the first pressure plate.
  • the first pressure plate can be displaced via the first lever element and the tie rod.
  • the first lever element is at least partially engageable in the axial direction and / or disengageable.
  • the first partial clutch is preferably an opened first partial clutch, so that the first clutch disc between the first pressure plate and the counterplate is freely rotatable about the axis of rotation of the first transmission input shaft.
  • the first lever element at least partially sets an engagement path back.
  • the first lever element can be disengaged in the axial direction starting from the previously traveled engagement path, whereby the first lever element travels a disengagement path which is in the opposite direction to the engagement path.
  • the starting position of the first lever element is limited by a clutch-internal stop. Under an internal coupling stop is to be understood a stop, with a coupling element of the Torque transmission device is firmly connected.
  • the coupling element may preferably be the clutch cover.
  • the engagement travel and / or disengagement travel of the first lever element can preferably be reduced by the amount resulting from the usual spread of tolerances from the installation position of the torque transfer device in the drive train. These may preferably be tolerances from the first transmission input shaft and / or a first actuating element of the first lever element and / or a Lwestwegs between the first pressure plate and the first clutch disc.
  • the torque transmission device comprises a second part clutch for coupling the drive shaft with a second transmission input shaft, wherein the second part clutch has a limited axially displaceable second pressure plate for clamping a second clutch disc with the counter plate, wherein the clutch cover at least partially covers the second sub-coupling, and a second lever element for axial displacement of the second pressure plate between the clutch cover and the second pressure plate is arranged.
  • the torque transmission device is thus preferably designed as a double clutch.
  • the counterplate is preferably a central plate, so that a double clutch in the three-plate design is provided.
  • the first lever element is at least partially supported against one of the counter plate facing away from the outside of the clutch cover, and the clutch internal stop is arranged and / or formed on the outside of the clutch cover.
  • a preferred embodiment of the invention provides that the first lever element between the outside of the clutch cover and a head of the clutch internal stop is arranged.
  • the clutch-internal stop is thus preferably guided by the first lever element and connected to the clutch cover.
  • the clutch-internal stop has the head, so that between the outside of the clutch cover and the head of the clutch internal stop a defined distance is formed. The head of the clutch internal stop thus limits the Einschweg and / or Ausschweg of the first lever member.
  • the head represents a cross-sectional widening of the stopper which is remote from the coupling.
  • the area between the stop and the first lever element is preferably free of elasticity.
  • the actuating forces are therefore uninfluenced by the stop in the non-worn state of the respective clutch or part clutch and are preferably influenced by this express only in the field of full wear. Without elasticity, in particular a simpler assembly is possible and a simple coupling can be realized which, especially in the region of full wear, avoids overloading of the lever elements due to tolerances already present at the time of installation.
  • the coupling-internal stop is arranged and / or formed on the outside of the clutch cover, so that a clutch-internal stop for the first lever element is provided.
  • a preferred embodiment of the invention is that the coupling-internal stop on the outside and also arranged on one of the counter plate facing inside of the clutch cover and / or is formed.
  • the portion of the clutch internal stop, which is arranged on the inside of the clutch cover preferably provide a clutch-internal stop for the second lever element, so that also for the second lever element of the corresponding engagement and / or Ausschweg can be limited.
  • the load of the second lever member in particular in a full wear of the friction lining of the second clutch disc between the second pressure plate and the counter-plate can be reduced.
  • the clutch-internal stop may be designed in various ways in order to limit the engagement path and / or the Ausgurweg of the first lever member.
  • the clutch internal stop is a bolt and / or a screw and / or a rivet.
  • the bolt, the screw and / or the rivet on a corresponding head.
  • exemplary internal clutches are provided which can be produced inexpensively and preferably can be arranged on the clutch cover in a simple manner.
  • a screw can be provided that it is screwed from the outside to the clutch cover.
  • This can be screwed onto the clutch cover and / or into the clutch cover, so that a screw shank of the screw protrudes at least in sections over the inside of the clutch cover and thus additionally provides a clutch-internal stop for the second lever element.
  • the distance between the outside of the clutch cover and the head and thus the Einschweg and / or Ausenburgweg of the first lever member can be adjusted very precisely via a screw as a clutch internal stop.
  • the clutch internal stop is preferably formed as a stamped and bent element, particularly preferably as a hook element, from the clutch cover.
  • the clutch cover may have one or more cut-outs which form a tab secured to one side of the clutch cover. After forming the incisions, the tab is deformed, so that the tab extends from the outside of the clutch cover in a preferably axial direction to the outside.
  • the clutch-internal stop can be preferably formed integrally with the clutch cover. The production costs and / or the variety of parts can thus be reduced.
  • the lever element can be designed differently.
  • a preferred development of the invention is that the first lever element and / or the second lifting element is in each case a plate spring. In this way, a preferably uniform actuation of the respective pressure plate via the respective lever element can take place.
  • a preferred development of the invention is that the first lever element and / or the second lever element can each be actuated by means of an actuating element, in particular a release bearing. In this way, an actuating element is provided, with which the first lever element and / or the second lifting element are axially displaceable in a simple manner.
  • the clutch-internal stop is arranged in a torque transmission device which has a wear adjustment device in order to compensate for a wear-related fault clearance of the first pressure plate to the counter plate.
  • a wear adjustment device preferably comprises an adjusting ring arranged between the lever element and the pressure plate, in particular a ramp ring, in order to increase the distance between the pressure element and the pressure plate when the distance between the pressure plate and the counter plate is incorrect.
  • Fig. 2 is a diagram of a Einsch characterizing without a clutch internal
  • Fig. 3 is a diagram of a Einsch characterizing with a clutch internal
  • Fig. 1 is a section through a torque transmission device 10 for a drive train of a motor vehicle for coupling a drive shaft, in particular a crankshaft of an internal combustion engine, shown with a first transmission input shaft 12 and a second transmission input shaft 14 of a motor vehicle transmission.
  • the torque transmission device 10 comprises a first partial clutch 16 for coupling the drive shaft with the first transmission input shaft 12, and a second partial clutch 18 for coupling the drive shaft with the second transmission input shaft 14 arranged concentrically to the first transmission input shaft 12.
  • the first partial clutch 16 has a first pressure plate 20, which is arranged so as to be displaceable in the axial direction, for clamping a first clutch disc 22 with a counterplate 24 arranged rotationally fixed on the first transmission input shaft 12.
  • the second partial clutch comprises a second pressure plate 26 designed to be displaceable in an axial direction in order to clamp a second clutch disk 28, which is arranged non-rotatably on the second transmission input shaft 14, between the counterplate 24 and the second pressure plate 26.
  • Axial means preferably in the axial direction and / or parallel to the axial direction of the first and / or second transmission input shaft 12, 14.
  • the counter plate 24 for clamping the first clutch plate 22 and the second clutch plate 28 has a common central plate, so that a Drehmomentübertra- transmission device 10, preferably a double clutch, is provided in the triple plate design.
  • a clutch cover 30 is connected to the counter plate 24 and covers at least the second pressure plate 26 of the second sub-clutch 18 partially from.
  • the first pressure plate 20 is operatively connected to a first lever element 32, which is at least partially supported against the clutch cover 30, wherein the first lever member 32 is formed as a plate spring.
  • the first pressure plate 20 can be displaced via the first lever element 32 and the tie rod 34 in the axial direction for bracing the first clutch disc 22.
  • the first lever element 32 is supported at least in sections on an outer side 36 of the clutch cover 30.
  • the outer side 36 of the clutch cover 30 is formed on the side of the clutch cover 30, which faces away from the counter plate 24.
  • the first lever element 32 is actuated via an axially displaceable first actuating element 38, preferably a release bearing.
  • the axial displacement of the first actuating element 38 acts on the first lever element 32.
  • the force introduced via the first actuating element 38 into the first lever element 32 is deflected via the support of the first lever element 32 on the clutch cover 30 and transmitted to the tie rod 34, whereby this one undergoes axial displacement and the axial displacement on the first pressure plate 20 for tensioning the first clutch plate 22 with the counter plate 24 transmits.
  • the first lifting element 32 at least in sections, as a result of the action of the first actuating element 38, returns an engagement path.
  • the first lever element 32 can be disengaged in the axial direction starting from the previously traveled engagement path, whereby the first lever element 32 travels a disengagement path.
  • the starting position of the first lever element 32 is limited by a clutch-internal stop 40, which is arranged on the outer side 36 of the clutch cover 30 and / or formed in this.
  • the coupling-internal stop 40 is formed as a screw with a head 42, wherein the head 42 is an expansion of the diameter of the screw.
  • the clutch-internal stop 40 can also be designed differently.
  • the first lever element 32 is arranged between the outer side 36 of the clutch cover 30 and the head 42.
  • the engagement travel and / or disengagement travel of the first lever element 32 can preferably be reduced by the amount resulting from the usual spread of tolerances from the installation position of the torque transmission device 10 in the drive train. These may preferably include tolerances from the transmission input shaft 12 and / or the first actuator. transmission element 38 and / or a Lsymmetricwegs between the first pressure plate 20 and the first clutch disc 22 be.
  • the longevity of the torque transmitting device 10, in particular of the first lever member 32 can be increased.
  • maintenance costs and / or production costs can be reduced.
  • the clutch-internal stop 40 is arranged and / or formed exclusively on the outer side 36 of the clutch cover 30, so that the clutch-internal stop 40 is provided for the first lever element 32.
  • the coupling-internal stop 40 it is also conceivable for the coupling-internal stop 40 to be arranged and / or formed on the outer side 36 and also on an inner side 44 of the clutch cover 30 facing the counter-plate 24.
  • the screw on the inside 44 on a projection 46.
  • the projection 46 that is, the portion of the clutch-internal stop 40, which is arranged on the inner side 44 of the clutch cover 30, preferably provide a clutch-internal stop 40 for a second lever member 48 for actuating the second pressure plate 26.
  • the corresponding Eingurweg and / or Ausgurweg of the second lever member 48 can be limited, whereby the load of the second lever member 48, in particular in a full wear of the friction lining of the second sub-clutch 18, can be reduced.
  • the second lever element 48 is displaceable in the axial direction via a second actuating element 49, in particular a release bearing.
  • the area between the stop 40 and the first and second lever elements 32, 48 is free of elasticity. The actuating forces are therefore uninfluenced by the stop 40 in the unused condition of the respective partial clutch 16, 18 and are expressly influenced by this only in the area of full wear.
  • the engagement characteristic 50 of the first lever element 32 is shown in a diagram, the engagement characteristic 50 being shown via the engagement path as a function of the corresponding engagement force.
  • Fig. 2 shows the Einschcharaktenstik 50 of the first lever member 32 without a clutch internal stop 40 and in Fig. 3, the engagement characteristic 50 is shown with a clutch-internal stop 40.
  • the Einschweg is shown on the horizontal axis, wherein the engagement force is plotted on the vertical axis.
  • the engagement of the first lever member 32 in Fig. 2 is in addition to the Einschweg to the displacement of the first pressure plate 20 and a portion 52 together, resulting from a tolerance of the torque transmission device 10.
  • the tolerances in the engagement can, for example, be based on the installation position of the first transmission input shaft 12 and / or the first actuator 38 and / or in the L Representativeweg between the first pressure plate 20 and the first clutch plate 22. This can lead to a large scattering of the installation position, so that the first lever element 32 must be dimensioned for the worst case, namely a maximum tolerance and a complete friction lining wear of the first partial clutch.
  • the dispersion of the mounting position without an internal coupling stop is represented by the curve 54 below the diagram.
  • the engagement characteristic 50 of the first lever element 32 with clutch-internal stop 40 is shown in FIG. 3. Due to the clutch-internal stop 40, which is connected to the clutch cover 30 and thus limits the starting position and the engagement of the first lever member 32, the influence of tolerances can be reduced from the torque transmission device 10. Thus, the Einschweg and consequently the load of the first lever member 32, in particular the plate spring can be reduced, whereby the longevity of the first lever member 32 can be increased.

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

Abstract

L'invention concerne un dispositif de transmission de couple (10) pour une chaîne cinématique d'un véhicule à moteur pour l'accouplement d'un arbre d'entraînement à un premier arbre d'entrée de boîte de vitesses (12). Le dispositif comporte une première partie d'embrayage (16) pour l'accouplement de l'arbre d'entraînement au premier arbre d'entrée de boîte de vitesses (12), la première partie d'embrayage (16) présentant un premier plateau de pression (20) agencé de manière à pouvoir se déplacer de façon limitée dans la direction axiale et destiné à assurer l'adhérence d'un premier disque (22) d'embrayage à un plateau de réaction (24), un couvercle (30) d'embrayage relié au plateau de réaction (24), et un premier élément levier (32) en liaison fonctionnelle avec le premier plateau de pression (20) et s'appuyant au moins en partie contre le couvercle (30) d'embrayage aux fins de déplacement axial du premier plateau de pression (20). Pour le déplacement axial du premier plateau de pression (20), le premier élément levier (32) peut être embrayé et/ou débrayé au moins en partie dans la direction axiale. L'invention est caractérisée en ce qu'une position de départ du premier élément levier (32) peut être délimitée et/ou est délimitée par une butée (40) à l'intérieur de l'embrayage.
PCT/DE2018/100476 2017-06-19 2018-05-17 Dispositif de transmission de couple WO2018233754A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017113406.9 2017-06-19
DE102017113406 2017-06-19

Publications (1)

Publication Number Publication Date
WO2018233754A1 true WO2018233754A1 (fr) 2018-12-27

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ID=62455294

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2018/100476 WO2018233754A1 (fr) 2017-06-19 2018-05-17 Dispositif de transmission de couple

Country Status (2)

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DE (1) DE102018112157A1 (fr)
WO (1) WO2018233754A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1632687B1 (fr) 2004-09-03 2008-11-26 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
DE102013201660A1 (de) * 2012-02-22 2013-08-22 Schaeffler Technologies AG & Co. KG Kupplungssystem
DE102013204589A1 (de) * 2012-04-03 2013-10-10 Schaeffler Technologies AG & Co. KG Kupplungssystem
DE102012214590A1 (de) * 2012-08-16 2014-02-20 Ford Global Technologies, Llc Schaltgetriebe für Kraftfahrzeuge

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1632687B1 (fr) 2004-09-03 2008-11-26 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif de transmission de couple
DE102013201660A1 (de) * 2012-02-22 2013-08-22 Schaeffler Technologies AG & Co. KG Kupplungssystem
DE102013204589A1 (de) * 2012-04-03 2013-10-10 Schaeffler Technologies AG & Co. KG Kupplungssystem
DE102012214590A1 (de) * 2012-08-16 2014-02-20 Ford Global Technologies, Llc Schaltgetriebe für Kraftfahrzeuge

Also Published As

Publication number Publication date
DE102018112157A1 (de) 2018-12-20

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