CN111878518A - Friction clutch for an electric drive with a rotational axis - Google Patents
Friction clutch for an electric drive with a rotational axis Download PDFInfo
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- CN111878518A CN111878518A CN202010338366.5A CN202010338366A CN111878518A CN 111878518 A CN111878518 A CN 111878518A CN 202010338366 A CN202010338366 A CN 202010338366A CN 111878518 A CN111878518 A CN 111878518A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
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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
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
- F16D13/71—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members in which the clutching pressure is produced by springs only
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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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
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D2013/586—Details the cover housing is formed by diaphragm springs
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
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.
Description
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 case 2, finally, an axial securing element is provided for axially securing the locking section relative to the sleeve section. In case 1, a fastening element is optionally provided as in case 2 to prevent relative twisting, wherein the fastening element is preferably integrated into the axial fastening element in case 2.
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 friction disk 32 together with a central shaft, for example a transmission input shaft 37, can rotate relative to the clutch cover 7, the counter plate 5 and the remaining components of the friction pack 4. The friction pack 4 here comprises a pressure plate 31 and the friction disk 32 as a friction pair. The friction disk 32 shown here has friction linings on both sides and (optionally) lining spring arrangements in between in a conventional manner. For actuation, the friction pack 4 (optionally) comprises a lever spring 33 which is supported on the pressure plate 31 (here by the cam ring) and is supported on the outside of the clutch cover 7, in contrast, as far as possible in the radial direction. An actuating device (not shown here) acts centrally on the lugs of the lever spring 33, so that the (external) actuating force of the lever spring is converted into a pressing force acting on the pressure plate 31 at the present lever ratio. The counterplate 5 (which preferably also forms a flywheel) forms a support for the pressing force, so that the friction disk 32 can be axially compressed between the pressing plate 31 and the counterplate 5 and is provided for the frictional transmission of torque in the compressed state. In a manner adapted to the friction disk 32, a friction region 6 is formed on the counter plate 5, which friction region has, for example, a separately machined surface or is simply formed as a (annular) radial overlap region of the friction disk 32 and the counter plate 5. Thus, torque can be transmitted by the counterplate 5 or the clutch cover 7 to the central shaft 37 in a friction-locking manner. In this configuration, when the friction pack 4 is not pressed on the contrary, a minimum axial lift-off of the friction partners (pressure plate 31, friction disk 32 and counterplate 5) is ensured by means of the axial prestressing means 17, which is embodied here as a (three) leaf spring pack. The leaf spring arrangement of the axial prestressing means 17 is axially fixed to the pressure plate 31, for example by means of a plate rivet (not shown) and to the clutch cover 7 by means of a cover rivet 16 (spaced apart in a defined manner by means of a spacer sleeve 34). This provides an axial pretension force against the (external) actuating force.
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-side flange 13, wherein a channel for externally actuating the lever spring 33 is provided in the center. The friction pack 4 is connected to the clutch cover 7 by means of a flange 13, in this case by means of (for example three) cover rivets 16, in a torque-transmitting manner and axially movably. The locking section 9 or counter pressure plate 5 is axially fixed here by means of (three) axial fixing elements 14 and by means of cover bolts 35 and in each case by means of a corresponding fixing receptacle 36 (here, groove-shaped) to the sleeve section 8 and is also connected in a torque-proof manner. The axial fixing element 14 can be placed as a final assembly step on the counterplate 5 and its corresponding web can be inserted radially into the corresponding fixing receptacle 36 and can then be fixed to the counterplate 5 by means of the cover screw 35.
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 transmission input shaft 37 are functionally identical to at least the embodiment according to fig. 1 and 2. However, the structure of the clutch cover 7 is substantially reversed in the axial direction: the sleeve portion 8 has a flange 13 (here optionally composed of a plurality of webs) for axially and torque-rigidly fixing to the counterplate 5 (by means of a corresponding number of cover bolts 35) and is open on the friction pack side. The latching section 9 is a separate, separate component which forms an axial abutment for the friction pack 4 or (optionally) the lever spring 33. For this purpose, the locking section 9 is inserted with a tab-like bayonet spring(s) 11 into the bayonet mount via an axially open bayonet inlet and into the bayonet groove 12 by means of a relative rotation of the sleeve section 8 and the locking section 9. Thereby, the sleeve section 8 and the latching section 9 are fixed relative to each other in the axial direction. In one embodiment, the sleeve section 8 and the latching section 9 are rotationally fixed relative to one another in one of two directions of rotation about the axis of rotation 3. For the (optional) fixing in the counter-rotation direction, the bayonet fastening elements 15 are positioned in the bayonet openings in such a way that a relative rotation in at least the counter-rotation direction, i.e. a release of the bayonet lock 10, is inhibited. The bayonet fastening element 15 is (optionally) rotationally (and axially) fixed to the locking section 9 by means of a cover rivet 16 of the friction pack 4. The locking section 9 and the sleeve section 8 are thus connected to one another in both rotational directions in a torque-proof and axial manner.
Fig. 5 shows a motor vehicle 23 with an electrified drive train 22 from above in a purely schematic manner. Here, for example, an electric (main) drive machine 2 with a friction clutch 1 according to the embodiment described here and (optionally in a parallel hybrid drive train) an additional (driving) internal combustion engine 24 are shown. However, the friction clutch 1 can also be used in an electric-only drive train 20, for example only in the first drive train 27 (see below), or in a series hybrid drive train (for example with an internal combustion engine 24 as a pure range extender). In a further embodiment, the internal combustion engine 24 alone or together with a further electric machine (not shown) forms a drive equivalent to the (electric) drive motor 2 or even forms the main drive of the motor vehicle 23.
The friction clutch 1 is connected in a (first) drive train 27 between the drive machine 2 and a consumer, which is represented here in a simplified manner as a left drive wheel 25 and a right drive wheel 26. The torque of the drive machine 2 is therefore transmitted via the first gear stage 20 of the switching gear mechanism 19 in the disengaged state of the friction clutch 1. In the closed state (friction group 4 pressed, see fig. 1), the torque is transmitted via the second gear 21 to the drive wheels 25, 26. The friction clutch 1 and the shift gear mechanism 19 thus form part of the gear unit 18 of the (first) drive train 27. In a manner not described in detail here, the torque of the (optional) internal combustion engine 24 is transmitted to the drive wheels 25, 26 by means of a further (second) drive train 28. In the illustrated configuration, the electrified drive train 22 is arranged in front of the cab 29 along the longitudinal axis 30 in the main direction of travel (to the left according to the illustration) and is also denoted as a front axle drive. Other configurations are possible, such as a rear drive with the electrified drive train 22 disposed in front of or behind the cab 29. Furthermore, an arrangement in which the (electric) drive machine 2 is coaxial with the output shafts of the drive wheels 25, 26 can also be used.
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
Claims (9)
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).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102019111326.1A DE102019111326A1 (en) | 2019-05-02 | 2019-05-02 | Friction clutch for an electric drive machine with a rotation axis |
| DE102019111326.1 | 2019-05-02 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111878518A true CN111878518A (en) | 2020-11-03 |
Family
ID=72838981
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010338366.5A Pending CN111878518A (en) | 2019-05-02 | 2020-04-26 | Friction clutch for an electric drive with a rotational axis |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111878518A (en) |
| DE (1) | DE102019111326A1 (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1357909A (en) * | 1970-06-13 | 1974-06-26 | Mueller Hermann Gmbh | Friction clutch |
| GB8510950D0 (en) * | 1984-05-19 | 1985-06-05 | Fichtel & Sachs Ag | Clutch disk unit |
| JPH09310725A (en) * | 1996-05-23 | 1997-12-02 | Exedy Corp | Modular clutch |
| WO2015018997A1 (en) * | 2013-08-08 | 2015-02-12 | Valeo Embrayages | Clutch device with wear compensation, in particular for a motor vehicle |
| CN104583625A (en) * | 2012-08-28 | 2015-04-29 | 舍弗勒技术股份两合公司 | Friction clutch device |
| US20160017968A1 (en) * | 2013-03-12 | 2016-01-21 | Zf Friedrichshafen Ag | Powertrain for a vehicle and method for carrying out load changes |
| DE102016212992A1 (en) * | 2016-07-15 | 2018-01-18 | Schaeffler Technologies AG & Co. KG | Two-piece clutch cover |
| DE102016215178A1 (en) * | 2016-08-16 | 2018-02-22 | Schaeffler Technologies AG & Co. KG | Disc part for a torque transmission device, torsional vibration damper and friction clutch device |
| DE102016223419A1 (en) * | 2016-11-25 | 2018-05-30 | Schaeffler Technologies AG & Co. KG | Coupling device, method for producing a coupling device and torque transmission line |
-
2019
- 2019-05-02 DE DE102019111326.1A patent/DE102019111326A1/en active Pending
-
2020
- 2020-04-26 CN CN202010338366.5A patent/CN111878518A/en active Pending
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1357909A (en) * | 1970-06-13 | 1974-06-26 | Mueller Hermann Gmbh | Friction clutch |
| GB8510950D0 (en) * | 1984-05-19 | 1985-06-05 | Fichtel & Sachs Ag | Clutch disk unit |
| JPH09310725A (en) * | 1996-05-23 | 1997-12-02 | Exedy Corp | Modular clutch |
| CN104583625A (en) * | 2012-08-28 | 2015-04-29 | 舍弗勒技术股份两合公司 | Friction clutch device |
| US20160017968A1 (en) * | 2013-03-12 | 2016-01-21 | Zf Friedrichshafen Ag | Powertrain for a vehicle and method for carrying out load changes |
| WO2015018997A1 (en) * | 2013-08-08 | 2015-02-12 | Valeo Embrayages | Clutch device with wear compensation, in particular for a motor vehicle |
| DE102016212992A1 (en) * | 2016-07-15 | 2018-01-18 | Schaeffler Technologies AG & Co. KG | Two-piece clutch cover |
| DE102016215178A1 (en) * | 2016-08-16 | 2018-02-22 | Schaeffler Technologies AG & Co. KG | Disc part for a torque transmission device, torsional vibration damper and friction clutch device |
| DE102016223419A1 (en) * | 2016-11-25 | 2018-05-30 | Schaeffler Technologies AG & Co. KG | Coupling device, method for producing a coupling device and torque transmission line |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102019111326A1 (en) | 2020-11-05 |
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