EP3642508A1

EP3642508A1 - Centrifugal clutch having centrifugal masses which are manufactured without cutting

Info

Publication number: EP3642508A1
Application number: EP18730969.5A
Authority: EP
Inventors: Roman Heck
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2017-06-19
Filing date: 2018-05-30
Publication date: 2020-04-29
Also published as: WO2018233758A1; CN110709620A; DE102017113349A1; US11346406B2; US20200096060A1; DE112018003120A5

Abstract

The invention relates to a centrifugal clutch (1) for a drive train of a motor vehicle, having an input component (2) which serves for the introduction of torque, an output component (3) which serves for the discharge of torque, and a switchable friction unit (4) which is arranged between the input component (2) and the output component (3) and connects the input component (2) to the output component (3) in a torque-transmitting manner by way of a frictionally-locking connection, wherein there are an engine-side centrifugal mass (5) and a transmission-side centrifugal mass (6) for actuating the friction unit (4), which centrifugal masses (5; 6) are operatively connected to an engine-side and transmission-side bent sheet metal piece (7, 8) in such a way that a radial displacement of at least one of the centrifugal masses (5; 6) forces an axial displacement of the respective bent sheet metal piece (7; 8), wherein at least one of the centrifugal masses (5; 6) has a cut-out (9) which is such that at least one device (10) which is fixed to the input component has an arm (11) which engages into the cut-out (9) in such a way that guidance of the radial displacement of at least one of the centrifugal masses (5; 6) is ensured.

Description

Centrifugal clutch with non-cutting centrifugal masses

The present invention relates to a centrifugal clutch for a powertrain of a motor vehicle, such as. A motorcycle, a light-horsepower or a scooter, with an input member, such as a primary wheel or a gear, which serves for torque introduction, an output member, such as a shaft which serves for torque output, and a switchable friction unit, which is arranged between the input member and the output member and frictionally connects the input member to the output member to transmit torque, wherein for actuating the friction unit, an engine-side centrifugal mass and a transmission-side centrifugal mass are present which are in operative contact with an engine-side or gear-side angle plate such that a radial displacement of at least one of the centrifugal masses forces / causes an axial displacement of the respective / corresponding angle plate.

Centrifugal clutches serve in such drive trains to compensate for a drive speed and a transmission speed, in particular during startup of the motor vehicle. Here, the engine-side centrifugal masses facilitate the start-up and the transmission-side centrifugal masses secure the friction fit of the clutch. The dual centrifugal force system makes maximum use of the speed map generated by the engine and reduces fuel consumption. Centrifugal clutches, also referred to as semi-automatic motorcycle clutches or semi-automatic clutches, are already well known in the art. For example, the unpublished DE 10 2017 103 108.1 (filing date: 16 February 2017) discloses a centrifugal clutch for a drive train of a motor vehicle, comprising an input part, an output part arranged coaxially and rotatably relative to the input part, and a friction unit which can be switched by centrifugal force the friction unit with the input part rotatably connected first friction elements and with the output part rotatably connected second travel belemente, which are arranged alternately layered in an axial direction and for closing the centrifugal clutch by means of at least one centrifugal force switching switching device can be brought into frictional engagement, wherein the at least one centrifugally dependent switching switching device comprises at least one flyweight, which by a at least one centrifugal force depending on a rotation The centrifugal force occurring from the open position to the closed position in a first movement range by at least one brake spring counter to the direction of movement of the at least one flyweight with a first braking force and in a second range of motion is applied by the at least one brake spring counter to the direction of movement of the at least one flyweight with a second braking force and wherein the first Bre mskraft is greater than the second braking force. The unpublished DE 10 2017 103 190.1 (filing date: 16 February 2017) discloses a centrifugal clutch having an input part, a coaxial with the input part and rotatably arranged output part and a centrifugal force-dependent switchable between the input part and the output part friction unit, wherein the friction unit with the input part rotatably connected first friction elements and with a leaf spring core of the output member rotatably connected second friction elements which are arranged alternately layered in an axial direction and for closing the centrifugal clutch by means of at least one centrifugally dependent switching switching means frictionally engageable and braced against a platen, wherein the leaf spring core at least a fastener extending through the platen and to which the platen is secured by a snap ring.

From the still unpublished DE 10 2016 204 1 1 1 .8 (filing date: March 14, 2016), a friction clutch for a drive train of a motor vehicle is known, comprising a rotatable about an axis arranged, motor-side input part and with this by means of friction partners to form a Frictionally frictionally connectable, gear-side output part, wherein the friction partners by means of at least one centrifugally controlled actuator axially against each other are formed braced. To be able to transmit torque via the friction clutch when the motor vehicle is moving at low rotational speeds of the drive motor, an engine-side actuating device is provided between the input part and the friction partners and a drive-controlled actuating device is provided between the output part and the friction partners.

In still unpublished DE 10 2016 211 217.1 (filing date: 23 June 2016) discloses a centrifugal clutch which a centrifugal mass, which is coupled with an angle plate so that caused by a centrifugal force radial movement of the centrifugal mass causes axial movement of the angle plate, and a biasing member which is associated with a coupling pin, wherein the coupling pin is prepared to transmit the axial movement of the angle plate at least partially on an inner basket designed to hold lamella, wherein the coupling pin in a slot of the angle plate so inserted that in an intermediate a relative movement between the angle plate and the coupling pin is made possible in a rotation of the inner basket relative to the angle plate, wherein in the intermediate operating position for a force to be applied to the biasing member loading portion of the angle plate, a coupling pin fixed stop and a biasing solid stop are coordinated so that the angle plate on the load section maximum on one side has a contact area for force propagation.

Usually, in the known centrifugal clutches, the engine-side centrifugal masses are centered under centrifugal force with the aid of pins in a groove in the primary wheel. Due to the radial displacement under centrifugal force, the centrifugal weights or centrifugal masses move an angle plate over ramps in the axial direction until the plate pack is compressed and the gear is synchronized. When the transmission has been synchronized, the transmission-side centrifugal masses are accelerated. The transmission-side centrifugal masses are guided by the structure as well as the engine-side centrifugal masses. In contrast to the engine-side centrifugal masses, the transmission-side centrifugal masses on a higher weight in order to realize the necessary contact pressure. Thus, the clutch is closed when increasing the speed by the centrifugal forces. Another possible guidance of the centrifugal masses is to make the outer disk carrier or the guide plate so that the masses are moved on this guided. However, both options lead to serious disadvantages: So in the guide over the centering pins a total of twelve cylinder pins needed, which means an increased installation costs and additional costs. Furthermore, the primary wheel must be sped up, since the tolerance position is very narrow in order to be able to generate the guide track for the cylinder pins and, moreover, must subsequently be heat-treated, resulting in additional costs during machining. The second guide option requires additional cutting of the masses, which also results in additional costs.

The object of the invention is to avoid or at least mitigate the disadvantages of the prior art, and in particular to provide a way to guide the centrifugal masses in the clutch, that simplifies the assembly and the cost of the items and the processing be reduced.

The object of the invention is achieved in a generic centrifugal clutch according to the invention that at least one of the centrifugal masses has such a recess that at least one input device fixed device, such as. The primary wheel or an outer disc carrier having an arm which engages in the recess, that a guidance of the centrifugal force-induced radial displacement of at least one of the centrifugal masses is achieved / ensured / forced.

Advantageous embodiments are claimed in the subclaims and are explained below.

Thus, it is advantageous if a plurality of centrifugal force masses, for example two, three or four, are distributed over the circumference both on the engine side and on the transmission side. Preferably, three centrifugal masses are provided both on the engine side and on the transmission side. Uniform distribution over the circumference ensures that that by the radial displacement of the centrifugal masses (by the action of centrifugal force) no imbalance is generated.

Moreover, it is advantageous if the recess is formed as a guide groove, which is preferably open at a radially outer end. In the guide groove corresponding input device fixed devices can intervene to guide the centrifugal mass on the one hand, and on the other hand limit their radial displacement. To reduce costs, it has proven to be advantageous if the centrifugal masses is designed as a forging, stamping, embossing or a comparable chipless manufactured component. The non-cutting production of centrifugal masses allows a significant cost savings compared to the machining process.

Furthermore, it is advantageous if the centrifugal mass has an embossed bevel at preferably a radially inner end of the recess. This slope causes radial displacement of the centrifugal mass, the axial displacement of the angle plate.

A possible advantageous embodiment provides that the input device-fixed device is designed as an outer disk carrier or as a holding plate. To guide the centrifugal mass, it has been found to be advantageous if the arm is formed by forming. Forming is a cost effective method of manufacture, which can save costs.

Furthermore, it is advantageous if the embossed bevel forms an angle greater than 0 ° and less than 90 °, preferably approximately 45 °, to a horizontal plane. A steeper bevel ensures that there is no unwanted self-locking and thus disrupting the operation of the centrifugal clutch.

Moreover, it is advantageous if the at least one engine-side centrifugal mass is connected to the input component in a manner secure against rotation. For the operation of the friction unit, it has proven to be advantageous if the angle plates have at least one bevel, which is geometrically adapted to the embossed slope of the centrifugal mass, that they rest against each other in an operating condition.

In other words, the invention is that the centrifugal masses are designed so that they can be easily produced by stamping and stamping. The new guide takes place via the holding plate or the outer plate carrier. This results in a guide groove and a stamped bevel for the axial displacement of the angle plate. Thus, an additional processing of the centrifugal masses is no longer necessary. In conjunction with this change, the angle plates must be redesigned accordingly. The retaining plate or the outer plate carrier are constructed with shaped arms, so that they serve as a guide and at the same time as a stop of the centrifugal masses.

It can therefore also be stated that the invention relates to a centrifugal clutch or a semi-automatic multi-disc clutch, in particular for scooters, in which the guidance of the centrifugal masses takes place via the retaining plate or the outer disc carrier. The centrifugal masses each have a guide groove and an embossed bevel.

The invention is explained in more detail below with the aid of figures, in which a possible embodiment is shown by way of example. Show it:

Fig. 1 is a longitudinal sectional view of a centrifugal clutch;

Fig. 2 is a simplified longitudinal sectional view of that shown in Fig. 1

Centrifugal clutch in perspective view;

3 shows a perspective view of a motor-side centrifugal mass and a transmission-side centrifugal mass; Figure 4 is a plan view of a primary wheel with mounted motor-side centrifugal mass and motor side angle plate. and

Fig. 5 is a plan view of the primary gear with mounted gear-side centrifugal mass and gearbox side angle plate.

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals. Fig. 1 shows a longitudinal sectional view of a centrifugal clutch 1, as for example. In a drive train of a motor vehicle, such as a motorcycle or the like, is used. The centrifugal clutch 1 has an input component 2 for torque introduction, which is transmitted from a motor (not shown), and an output component 3 for transmitting torque or torque to a transmission (not shown). Between the input component 2 and the output component 3, a switchable friction unit 4 is formed, via which by frictional engagement the torque introduced via the input component 2 will be transmitted to the output component 3 and thus to the transmission. Thus, the centrifugal clutch 1 can also be referred to as a multi-plate clutch.

For actuating the friction unit 4, the centrifugal clutch 1 further comprises a motor-side centrifugal mass 5 and a gear-side centrifugal mass 6, which are in operative contact with an angle-side or gear-side angle plate 7, 8. In order to guide the centrifugal mass 5 or 6 and to limit their movement, the respective centrifugal mass 5, 6 has a recess 9 (see FIG. 3) into which an apparatus 10 fixed in the input member is secured by means of an arm 11 (see FIG. 2) to guide the centrifugal mass 5, 6 and to limit the radial displacement.

The friction unit 4 comprises first friction elements 12, which are designed, for example, as steel disks, and second friction elements 14, which are designed, for example, as friction disks 15, which are arranged alternately in the axial direction. Here, the first friction elements 12 are arranged on an outer disk carrier 16, whereas the second Friction elements 14 are arranged on an inner disk carrier 17. The outer disk carrier 16 and the inner disk carrier 17 are arranged coaxially with one another, so that the inner disk carrier 17 is arranged radially inside the outer disk carrier 16.

The frictional engagement of the friction unit 4 is effected in such a centrifugal clutch 1 by the fact that the first friction elements 12 and the second friction elements 14 are pressed against each other by centrifugal force such that a frictional engagement between these friction elements 12, 14 and thus a torque of the input component 2 is transmitted to the output component 3.

For this purpose, the centrifugal masses 5, 6 are displaced radially dependent on centrifugal force, which leads to an axial displacement of the angle plates 7, 8 due to the operative connection between the centrifugal mass 5 and 6 and the angle plate 7 and 8 respectively.

This axial displacement of the angle plate or the angle plates 7, 8 causes an axially displaceable disc part 18 is axially displaced in the direction of the friction unit 4, so that a frictional engagement occurs with sufficient centrifugal force.

The input component 2 is embodied here as a primary wheel 19 which is connected to a motor (not shown) in torque-transmitting manner. The output member 3 transmits the torque transmitted from the input member 2 via the friction unit 4 to a transmission (not shown) via a shaft (not shown). The shaft is arranged coaxially with the input component 2 or the output component 3 and, in the embodiment shown here, is supported by a rolling bearing 20 in the primary wheel 19 such that the shaft (not shown) and the primary wheel 19 can rotate independently of one another (see FIG . 1 ).

In Fig. 3, the centrifugal masses 5 and 6 are shown in a perspective view. In the exemplary embodiment shown here, three centrifugal masses are provided both on the engine side and on the drive side, which is why the shape of a centrifugal mass 5, 6 in the circumferential direction corresponds to one third of a complete circle. speaks. It can be seen that the engine-side centrifugal mass 5 is smaller than the engine-side centrifugal mass 6. That is, the gear-side centrifugal mass 6 has a higher mass than the engine-side centrifugal mass 5. The centrifugal mass 5 and 6 is stamped and stamped and has a radially extending recess 9, at the radially inner end of a slope 21 is formed in the manner of a ramp, which is also made by embossing. In this recess 9 engages in each case an arm 1 1 of the input device fixed device 10, which motor side in the embodiment shown here corresponds to the outer disk carrier 16 (see FIG. 4) and the gear side corresponds to a holding plate 22 (see FIG. 5). The retaining plate 22 is connected to the output member 3. By the intervention of the arms 1 1 in the respective recess 9, the centrifugal masses 5, 6 both guided in their radial displacement due to a centrifugal force as well as limited. Therefore, the recess 9 may also be referred to as a guide groove 23.

The angle plate 7 and 8 is formed as a disk-shaped or plate-shaped component, which has beveled or inclined finger 24 in the radial direction. In this case, the fingers 24 are geometrically matched to the bevel 21 of the respective centrifugal mass 5, 6 so that they rest against one another in an operating state of the centrifugal force coupling 1 (here in the decoupled state) (see FIG. 2).

As shown in Fig. 4, the motor-side angle plate 7 is fixed by means of three circumferentially equally distributed centering pin 25 on the primary wheel 19 radially and against rotation. In Fig. 1 it can be seen that the centering pin 25 in the axial direction, however, permits a displacement of the angle plate 7.

Fig. 5 shows the transmission-side centrifugal mass 6 and the transmission-side angle plate 8 in the mounted state. The transmission-side centrifugal masses 6 are guided over the arms 1 1 of the holding plate 22, which is likewise connected by means of a rivet bolt 26 to the primary wheel 19. The gear-side angle plate 8 also has in the radial direction bevelled fingers 24, which also, as already described in Fig. 4, in an operating condition of the centrifugal clutch 1 on the Slant 21 of the transmission-side centrifugal mass 6 rest. The gear-side angle plate 8 is centered about a centering pin 27, which, as already the centering pin 25 allows a displacement of the angle plate 8 in the axial direction. By such a structure of the centrifugal clutch 1, the manufacturing tolerances no longer have to be designed so narrow, which is why the centrifugal masses 5 and 6 are produced by means of cheaper methods such as stamping and embossing or forging or another chipless manufacturing process. Also, the primary wheel 19 as input component 2 can be manufactured with lower accuracy, without resulting in disadvantages in operation. The arms 1 1 of the outer disk carrier 16 and the holding plate 22 can be produced by forming, whereby the cost of producing the outer disk carrier 16 and the holding plate 22 are reduced. All in all, the exemplary embodiment of the centrifugal clutch 1 shown here is a more cost-effective variant compared with the centrifugal force clutches known from the prior art, which also requires less installation effort.

List of centrifugal clutch

input member

output component

Friction unit

engine-side centrifugal mass

Transmission-side centrifugal mass

Engine-side angle plate

Gearbox side angle plate

Recess / recess

input component-resistant device

poor

first friction element

steel disk

second friction element

friction plate

External disk carrier

Inner disk carrier

disk part

primary wheel

Rolling

slope

Halteblech

guide

finger

centering

rivet bolts

centering

Claims

claims

1 . Centrifugal clutch (1) for a drive train of a motor vehicle, with an input member (2), which serves for torque introduction, an output member (3), which serves for Drehmomentornleitung, and a switchable friction unit (4) between the input member (2) and the Output member (3) is arranged and by friction the input member (2) with the output member (3) connects transmitting torque, wherein for actuating the friction unit (4) an engine-side centrifugal mass (5) and a transmission-side centrifugal mass (6) are provided with a an axial displacement of the respective angle plate (7; 8) enforces, characterized in that at least one of the centrifugal forces (5; 6) forces an axial displacement of the respective angular plate (7; 5; 6) has such a recess (9) that at least one input component-fixed device (10) has an Ar m (1 1) which engages in the recess (9) such that a guide of the radial displacement of at least one of the centrifugal masses (5; 6) is ensured.

2. centrifugal clutch (1) according to claim 1, characterized in that both the motor side and the transmission side a plurality of centrifugal masses (5; 6) are arranged along the circumference.

3. centrifugal clutch (1) according to claim 1 or 2, characterized in that the recess (9) as a guide groove (23) is formed.

4. centrifugal clutch (1) according to one of claims 1 to 3, characterized in that the centrifugal masses (5; 6) are formed as forging, stamping, embossing, or a comparable chiplos manufactured component.

5. centrifugal clutch (1) according to one of claims 1 to 4, characterized in that the at least one centrifugal mass (5; 6) has an embossed slope (21).

6. centrifugal clutch (1) according to one of claims 1 to 5, characterized in that the input component fixed device (10) as an outer ßenlamellenträger (16) or as a holding plate (22) is formed.

7. centrifugal clutch (1) according to one of claims 1 to 6, characterized in that the arm (1 1) is formed by forming.

8. centrifugal clutch (1) according to one of claims 5 to 7, characterized in that the embossed slope (21) forms an angle greater than 0 ° and less than 90 ° to a horizontal plane.

9. centrifugal clutch (1) according to one of claims 1 to 8, characterized in that the at least one motor-side centrifugal mass (5) against rotation with the input member (2) is connected.

10. Centrifugal clutch (1) according to one of claims 5 to 9, characterized in that the angle plates (7; 8) have at least one bevel (24) which is geometrically adapted to the embossed slope (21) that they are in a Operating condition abut each other.