Friction clutch for an electric drive with a rotational axis
阅读说明:本技术 具有旋转轴线的用于电驱动机的摩擦离合器 (Friction clutch for an electric drive with a rotational axis ) 是由 M·丹霍伊泽 于 2020-04-26 设计创作,主要内容包括:本发明涉及一种具有旋转轴线的用于电驱动机的摩擦离合器,其至少具有以下部件:常开配置的摩擦组;用于接收轴向挤压力的对压板,其中,所述对压板实施为所述摩擦组的摩擦元件,所述摩擦元件具有摩擦组侧的摩擦区域;和离合器盖,所述离合器盖与所述对压板轴向固定地连接并且所述摩擦组轴向地支撑在所述离合器盖上。所述摩擦离合器的特征主要在于,所述离合器盖具有套筒部段和闭锁部段,其中,所述套筒部段和所述闭锁部段分开地形成并且轴向地彼此固定,其中,所述离合器盖与所述对压板的摩擦区域重叠地与所述对压板连接。在此提出的摩擦离合器能够在极小的安装空间要求下简单地装配和拆卸。(The invention relates to a friction clutch for an electric drive machine, having an axis of rotation, comprising at least the following components: a friction pack in a normally open configuration; a counter pressure plate for receiving an axial pressing force, wherein the counter pressure plate is embodied as a friction element of the friction pack, the friction element having a friction area on the friction pack side; and a clutch cover axially fixedly connected to the pressure plate and axially supported by the friction pack. The friction clutch is characterized in that the clutch cover has a sleeve section and a latching section, wherein the sleeve section and the latching section are formed separately and are axially fixed to one another, wherein the clutch cover is connected to the counter plate in an overlapping manner with the friction region of the counter plate. The friction clutch proposed here can be easily assembled and disassembled with minimal installation space requirements.)
1. A friction clutch (1) for an electric drive machine (2) having an axis of rotation (3) with at least the following components:
-a friction pack (4) in a normally open configuration;
-a counter plate (5) for receiving an axial pressing force, wherein the counter plate (5) is embodied as a friction element of the friction pack (4) having a friction area (6) on the friction pack side; and
-a clutch cover (7) which is connected axially fixedly to the counterplate (5) and on which the friction pack (4) is supported axially,
it is characterized in that the preparation method is characterized in that,
the clutch cover (7) has a sleeve section (8) and a latching section (9), wherein the sleeve section (8) and the latching section (9) are formed separately and are axially fixed to one another,
wherein the clutch cover (7) is connected to the counter plate (5) so as to overlap the friction region (6) of the counter plate (5).
2. The friction clutch (1) according to claim 1, wherein the friction pack (4) is axially supported on the latching section (9) and the sleeve section (8) is axially fixed with the counter plate (5).
3. The friction clutch (1) according to claim 2, wherein the latching section (9) and the sleeve section (8) are axially fixed to each other by means of a bayonet-type latch (10).
4. The friction clutch (1) according to claim 1, wherein the latching section (9) is integrally formed by the counter plate (5) and the sleeve section (8) has a flange (13), wherein the friction pack (4) is axially supported on the flange (13).
5. The friction clutch (1) according to one of the preceding claims, wherein the clutch cover (7) further comprises at least one securing element (14, 15) to prevent a relative twisting of the sleeve section (8) with respect to the latching section (9).
6. The friction clutch (1) according to one of the preceding claims, wherein the clutch cover (7) is connected with the friction pack (4) by means of at least one cover rivet (16) by means of at least one axial pretensioning means (17).
7. Transmission unit (18) for an electric drive machine (2) with a friction clutch (1) according to one of claims 1 to 6 and a switching transmission (19) with a first gear (20) and a second gear (21),
wherein in the open state of the friction clutch (1) only the first gear (20) is engaged in a torque-transmitting manner, and in the closed state of the friction clutch (1) the second gear (21) is engaged in a torque-transmitting manner.
8. An electrified drive train (22) for a motor vehicle (23), having at least the following components:
-an electric drive machine (2);
-at least one consumer (25, 26); and
a drive train (27) for transmitting torque between the electric drive machine (2) and the at least one consumer (25, 26),
wherein the drive train (27) comprises a friction clutch (1) according to any one of claims 1 to 6 or a transmission unit (18) according to claim 7.
9. A motor vehicle (23) having at least one drive wheel (25, 26) and an electrified drive train (22) according to claim 8, wherein the at least one drive wheel (25, 26) can be supplied with torque at one point in time by means of an electric drive machine (2).
Technical Field
The invention relates to a friction clutch for an electric drive machine having an axis of rotation, a transmission unit for an electric drive machine having such a friction clutch, an electrified drive train for a motor vehicle having such a transmission unit, and a motor vehicle having such an electrified drive train.
Background
Friction clutches are known from the prior art in various embodiments for the detachable and slip-regulated transmission of torque. In general, the existing installation spaces are very limited and assemblable (demountable) solutions are sought which can be used in the available installation space. For example, in electric drive engines for electrically or hybrid vehicles, the electric drive engine should not be connected to the output drive only via a fixed transmission ratio, but should be able to be switched into the second gear in order to be able to achieve higher vehicle speeds at the prevailing engine speed. For this purpose, a load changeover clutch is required. However, only very limited radial installation space is available here. Accordingly, the dimensions and the embodiment must be kept to a minimum accordingly.
Disclosure of Invention
Starting from this, the object of the invention is to overcome at least in part the disadvantages known from the prior art. The features according to the invention are given in the description, for which advantageous configurations are listed. The features of the invention can be combined in any technically meaningful manner and method, wherein for this purpose also features from the following description and from the drawings, which comprise additional embodiments of the invention, can be considered.
The invention relates to a friction clutch for an electric drive machine, having an axis of rotation, comprising at least the following components:
-a friction pack in a normally open configuration;
a counter plate for receiving an axial pressing force, wherein the counter plate is embodied as a friction element of a friction pack, which has a friction region on the friction pack side; and
a clutch cover, which is connected axially fixed to the counterplate and on which the friction pack is supported axially.
The friction clutch is characterized in that the clutch cover has a sleeve section and a latching section, wherein the sleeve section and the latching section are formed separately and are axially fixed to each other, wherein the clutch cover is connected to the counter plate in an overlapping manner with the friction region of the counter plate.
If no further explicit indication is given, the axial direction, the radial direction or the circumferential direction and the corresponding concept are used below with reference to the axis of rotation. Ordinal numbers used in the foregoing and following description are used only for explicit distinction and do not indicate a sequence or order of the marked components if not explicitly indicated. An ordinal number greater than one does not imply that there must be additional such elements.
The friction clutch or friction pack is in the known embodiment designed in a normally open configuration. That is, in the absence of external steering forces, torque is not conducted via the friction pack. Torque can only be transmitted via the friction packs when they are engaged by an external operating force. In other words, the friction clutch is open in the non-actuated state and is engaged under load by the coupling system (also referred to as an actuating device) in order to transmit the desired torque, i.e., the friction clutch is closed. The friction pack according to this definition therefore also comprises, depending on the specific embodiment, a lever spring or an equally effective adjusting element, by means of which the friction pack can be actuated centrally (at the axis of rotation), but with an effective diameter as large as possible and/or with an average radius of the friction ring, a pressing force is introduced into the friction pack.
The normally open configuration has the following advantages: a smaller (axial) engagement stroke can be achieved compared to a normally closed arrangement (with, for example, a diaphragm spring), and therefore the arrangement is constructed axially shorter.
When used in an electric drive, the friction clutch needs to be engaged only from a driving speed of, for example, more than 150km/h [ one hundred fifty kilometers per hour ], so that in most cases no torque has to be transmitted by means of the friction packs and therefore no actuating forces have to be introduced into the friction packs. The friction clutch can then remain open.
Furthermore, the normally open configuration has the following advantages in embodiments with a lever spring: the bearing diameter of the lever spring can be positioned very far outside on the clutch cover. Thereby keeping stiffness losses in the friction pack to a minimum.
Furthermore, the friction clutch comprises a counterplate for receiving the axial pressing force. The pair of pressure plates simultaneously forms, for example, a flywheel with a correspondingly large flywheel mass and a flywheel with a large thermal mass for receiving the energy of the (input) torque to be transmitted, which energy is dissipated as waste heat in a slipping manner.
The functional components for transmitting torque, at least the friction pack, are enclosed in a clutch cover. The clutch cover is connected axially fixed to the counterplate, for example screwed or riveted for the usually required detachability. The friction packs are axially supported on the clutch cover such that the reaction forces and/or the separating forces (provided) when the friction packs are engaged are thus received by the clutch cover (for example by means of at least one leaf spring).
It is now proposed that the clutch cover be embodied in two parts, a sleeve section and a locking section. When the friction clutch is assembled, the sleeve section and the locking section are connected to one another in such a way that axial forces and torques are transmitted.
By providing the clutch cover with these two portions, it is possible for the clutch cover to be provided with a first connecting flange on the friction pack side, which is directed radially inward, and with a second connecting flange on the counterplate side, which is likewise directed radially inward. Therefore, a flange projecting radially outward (as is common in conventional embodiments) for connecting the clutch cover and the counterplate is not necessary. At the same time, the division into two sections ensures the assembly.
In a preferred embodiment, the sleeve section and/or the locking section are each produced in one piece, particularly preferably from sheet metal.
In an advantageous embodiment of the friction clutch, it is furthermore provided that the friction pack is axially supported on the locking section and the sleeve section is axially fixed to the counterplate.
In this embodiment, the counterplate is axially fixed to the sleeve section, wherein the sleeve section forms a connecting flange on the counterplate side, for example, by means of a plurality of webs. The locking section is, for example, of purely (ring) disk-shaped design, i.e. has only one plane. In one embodiment, the plane is not mathematically purely flat, but is provided, for example, with a cam ring, ribs, webs or other means with axial bulges. A through-opening for the external actuating device is formed centrally, so that the friction pack (or optionally the lever spring) can be actuated centrally and a connection to the sleeve section can be formed radially on the outside. The locking section forms a support surface for the friction pack (or axial pretensioning means) and/or (optionally) the lever spring. A preferably direct connection to the sleeve section extending into this axial region is formed on the outer edge of the locking section. Furthermore, the latching section is connected to an axial prestressing means (see the following description), for example by means of a cover rivet.
In an advantageous embodiment of the friction clutch, it is furthermore provided that the latching section and the sleeve section are axially fixed to one another by means of a bayonet latching.
In this embodiment, the locking section is axially fixed with the sleeve section by means of a bayonet lock, wherein the bayonet spring can thus be axially inserted into the bayonet receptacle via an axially open bayonet inlet. Due to the subsequent relative rotation of the latching section relative to the sleeve section about the rotational axis of the friction clutch, the bayonet springs can be inserted into the corresponding bayonet grooves. The bayonet grooves form axially acting undercuts, so that the latching section is then axially fixed relative to the sleeve section.
Preferably, the friction pack is already connected to the locking section, i.e. preassembled, for example riveted, or inserted into the cover rivet without any deformation, before the bayonet spring is connected to the bayonet groove. In this preferred embodiment, the sleeve section is not yet fixed to the counterplate, but rather only when the latching section is fixed to the sleeve section by means of the bayonet latching (i.e. only after the two sections of the clutch cover have been twisted relative to one another).
In an advantageous embodiment of the friction clutch, it is furthermore proposed that the locking section is formed integrally from the counterplate and the sleeve section has a flange, wherein the friction pack is axially supported on the flange.
In this embodiment, which is implemented with the friction pack in an inverted manner with respect to the axial direction in relation to the preceding embodiment, the blocking section is formed integrally from the counterplate. The friction pack is then axially supported on a flange (on the friction pack side) formed integrally with the sleeve portion, i.e. on the first connecting flange. This embodiment has the following advantages: other separate components are omitted and thus costs and materials are saved. For example, the lever spring is axially supported on the flange of the sleeve portion, and/or an axial prestressing means (see the description below) is connected, for example riveted, to the flange of the sleeve portion. In one embodiment, the flanges are circumferentially closed, in another embodiment the flanges are constructed by means of a plurality of tabs or a combination of a plurality of tabs. In this combination, for example, a circumferentially closed flange is formed in the (optional) axially abutting diameter region of the lever spring, and a radially inwardly directed projection, i.e. a web, is formed for each connection point in the diameter region of the connection of the axial prestressing means.
In an advantageous embodiment of the friction clutch, it is furthermore provided that the clutch cover further comprises at least one securing element to prevent a relative rotation of the sleeve section relative to the latching section.
For many applications of friction clutches, an unstressed operating point occurs. Thus, it is necessary to provide a securing means to prevent relative (reverse) twisting and thus self-disassembly. For this purpose, at least one securing element is provided, which (at least in a direction of rotation opposite to the closing direction of the bayonet lock) prevents the locking section from being twisted relative to the sleeve section.
In the bayonet lock, such a securing element is, for example, a retaining lug secured to the lock section, which retaining lug is formed in an inlet of the bayonet mount, which at least bears against an opposing bearing surface of the bayonet mount.
In the embodiment with a sleeve section which is connected to a latching section which is formed integrally with the counterplate, at least one, for example slot-shaped, fastening receptacle is formed, for example, in the cylindrical circumferential surface of the sleeve section, into which the web can be inserted. The web bears against the opening at least in one direction of rotation about the axis of rotation and is at least rotationally fixed and preferably also axially fixed to the locking section.
In an advantageous embodiment of the friction clutch, it is furthermore provided that the clutch cover is connected to the friction pack by means of at least one cover rivet by means of at least one axial prestressing means.
In this embodiment, it is provided that the first (friction-pack-side) connecting flange of one of the two sections is connected to the axial prestressing means by means of at least one, preferably all, cover rivets. Such an axial pretensioning means is for example a leaf spring or a leaf spring assembly. The axial pretensioning means is in turn connected to the friction pack or to the pressure plates of the friction pack. Preferably, the axial pretensioning means is also riveted to the pressing plate.
In a preferred embodiment, the axial pretensioning means is first riveted to the pressure plate of the friction pack, then at least one cover rivet to be arranged on the cover side of the axial pretensioning means is pre-positioned (if appropriate with a spacer sleeve), and the lever spring is positioned on the at least one cover rivet. For example, the at least one cover rivet has a finished (flat) rivet head on the extrusion plate side and its deformed end is directed axially away from the extrusion plate. The respective section is then guided by the at least one cover rivet, while the respective other section is positioned axially (as viewed from the friction pack) (case 1) behind the counterplate, or (case 2) when the counterplate is embodied as a blocking section, the counterplate is positioned relative to the sleeve section. Subsequently, in case 1, the associated section on the counter plate side is connected to the counter plate (in the case of a bayonet lock, preferably after insertion of the bayonet spring into the bayonet groove). In
According to a further aspect, a transmission unit for an electric drive machine is proposed, which transmission unit has a friction clutch according to the above-described embodiment and a switching transmission having a first gear and a second gear, wherein in the disengaged state of the friction clutch only the first gear is engaged in such a way that a torque is transmitted, and in the engaged state of the friction clutch the second gear is engaged in such a way that a torque is transmitted.
In this embodiment, the friction clutch according to the embodiment described above is provided for use in an electric drive, preferably in an electrified or hybrid vehicle. The friction clutch is connected to the shift transmission and thus forms a transmission unit. In contrast to applications using internal combustion engines, in which it is necessary for the internal combustion engine to be able to be completely decoupled from the transmission, in the disengaged state of the friction clutch the torque is conducted here via the first gear and in the engaged state the second gear is engaged in such a way that the torque is transmitted. The gear stages differ from one another by their respective transmission ratio and are formed, for example, by means of a spur gear, preferably by means of a planetary roller gear for a small axial installation space requirement. In the torque transmission line following the gear, the output shaft, for example in the motor vehicle, first the differential and/or the fixed (final) gear, is provided as a consumer of the torque provided on the friction clutch side.
According to a further aspect, an electrified drive train for a motor vehicle is proposed, which has at least the following components:
-an electric drive;
-at least one consumer; and
a first drive train for transmitting torque between the electric drive machine and the at least one consumer,
wherein the first drive train comprises a friction clutch according to the above-described embodiment or a transmission unit according to the above-described embodiment.
The electric drive system proposed here has a drive train with an electric drive machine. In this embodiment, the at least one consumer, for example a drive wheel for propelling the motor vehicle in the motor vehicle, can be supplied with torque by the electric drive by means of the drive train. The torque introduced by the load can also be applied to the electric drive machine (generator operation and/or engine braking) in the opposite direction to the main state described. The friction clutch or transmission unit proposed here is characterized by a very small overall size of the friction clutch and by simple assembly and disassembly. At the same time, the manufacturing cost is low and the inertia and material consumption are small.
In one embodiment of the electric drive train, an internal combustion engine is also provided, i.e. a hybrid drive train is formed. The electric drive is the only drive for providing a mechanically usable torque, and the internal combustion engine is connected in series, i.e., is provided as a range extender (with a possibly additional generator or motor generator) for charging the battery (battery). Alternatively, the internal combustion engine is connected in parallel and is (in an engageable or permanent manner) connected with the drive wheels for transmitting torque for propulsion via a further drive train. The further drive train may comprise a further electric machine, which is used, for example, as a motor generator for generating electrical energy and for outputting a support torque (power assistance).
According to a further aspect, a motor vehicle is proposed, having an electrified drive train according to the above-described embodiment and at least one drive wheel, wherein the at least one drive wheel can be supplied with torque at one point in time by means of an electric drive machine.
In motor vehicles with an electric drive train, the axial and/or radial installation space is particularly small due to the large battery for the required cruising distance, so that it is particularly advantageous to use an electric drive train of small overall dimensions.
In passenger cars of the small car class classified according to europe, this problem becomes acute. The equipment used in passenger vehicles of the small vehicle class is not significantly reduced compared to passenger vehicles of the larger vehicle class. However, the installation space provided in a small vehicle is significantly smaller. In the motor vehicle proposed here with the above-described electrified drive train, only a very small installation space is required for the friction clutch in the first drive train. Thus, the mounting of the switching gear and the second drive train can be at least partially compensated.
In an alternative embodiment of the motor vehicle, the drive train is hybrid, i.e. an internal combustion engine is provided which is used for propulsion (parallel hybrid drive train) or exclusively as a range extender for charging the battery (series hybrid drive train).
Passenger vehicles are assigned vehicle classes according to, for example, size, price, weight and power, wherein this definition is subject to constant variation according to market demand. Vehicles of the small-sized vehicle and the mini-vehicle class classified according to europe are assigned to the class of mini-vehicles (Sub-compact Car) in the us market, and they correspond to the super mini class or the city vehicle class in the uk market. An example of such a mini car class is Volkswagen up! Or Renault Twongo. Examples of mini-car classes are Alfa Romeo Mito, Volkswagen Polo, Ford Ka +, or Renault Clio. Known full Hybrid types in the small vehicle class are BMW i3, Audi A3 e-tron or Toyota Yaris Hybrid. Known all-electric vehicles are Tesla Model S, Audi e-tron (2018) or Porsche Taycan.
Drawings
The above invention is explained in detail below in the related art background with reference to the accompanying drawings showing preferred configurations. The invention is not in any way restricted to the purely schematic drawings, in which it is to be noted that the drawings are not dimensionally exact and are not suitable for defining dimensional proportions. It shows that:
FIG. 1: a cross-sectional view of a friction clutch having a counterpressure plate as a latching section;
FIG. 2: a perspective view of a friction clutch having a counterpressure plate as a latching section;
FIG. 3: a cross-sectional view of a friction clutch having a bayonet-type latch;
FIG. 4: a perspective view of a friction clutch with a bayonet lock; and
FIG. 5: electrified drive train in a motor vehicle.
Detailed Description
Fig. 1 shows a perspective sectional view of a friction clutch 1, which is shown in fig. 2 in a perspective view. The components of the friction clutch 1 are rotatable about a central axis of rotation 3. As in conventional friction clutches 1, when the friction pack 4 is not pressed, the
Here, the clutch cover 7 is now divided into a sleeve section 8 and a latching section 9 which is separate from the sleeve section. The latching section 9 is formed integrally here by the counterpressure plate 5. The sleeve portion 8 is fitted over the friction pack 4 with a cylindrical circumferential section and a friction pack-
Fig. 3 (in a view on the friction pack side) and fig. 4 (in a view on the pressure plate side) show a further embodiment of the friction clutch 1, in which a bayonet lock 10 is provided. The friction pack 4, the counterplate 5 and the
Fig. 5 shows a motor vehicle 23 with an electrified
The friction clutch 1 is connected in a (first)
The friction clutch proposed here can be easily assembled and disassembled with minimal installation space requirements.
List of reference numerals
1 Friction Clutch
2 electric drive
3 axis of rotation
4 friction group
5 pairs of pressing plates
6 friction area
7 Clutch cover
8 sleeve segment
9 latching section
10 Bayonet closure
11 bayonet spring
12 bayonet slot
13 Flange
14 axial fixing element
15 Bayonet fixing element
16 cover rivet
17 axial pretensioning device
18 drive unit
19 switching transmission mechanism
20 first speed change stage
21 second speed change stage
22 electrified drive train
23 Motor vehicle
24 internal combustion engine
25 left driving wheel
26 right driving wheel
27 first drive train
28 second drive train
29 cab
30 longitudinal axis
31 extrusion plate
32 friction disk
33 Lever spring
34 spacer sleeve
35 cover bolt
36 fixed receiving part
37 transmission mechanism input shaft
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