CN222208947U - Clutch arrangement and drive train with a clutch arrangement - Google Patents

Abstract

The utility model relates to a clutch arrangement and a drive train having a clutch arrangement, comprising a shift element for shifting gears of a transmission, a clutch element for establishing a connection between a drive shaft and a driven shaft of the transmission, and an intermediate element for transmitting movement of the shift element to the clutch element, wherein at least one return element is arranged between the intermediate element and the clutch element at an axial end of the clutch element, wherein a) the intermediate element can be acted upon by a return force when the clutch element is arranged in a first position relative to the intermediate element (10), and b) the clutch element can be acted upon by a return force when the clutch element is arranged in a second position relative to the intermediate element, wherein the first and second positions differ from each other.

Description

Clutch arrangement and drive train with a clutch arrangement

Technical Field

The utility model relates to a clutch arrangement, in particular a dog clutch, comprising a shift element, a clutch element and an intermediate element.

The utility model also relates to a drive train having a clutch arrangement, wherein the clutch arrangement is arranged between a drive shaft and a driven shaft for transmitting forces and torques.

Although generally applicable to clutches, the present utility model is described with reference to dog clutches.

Background

The known clutch provides a connection between two shafts of the transmission. Dog clutches are used in particular in transmissions to enable shifting into different gear positions. In this case, the sliding sleeve connected to the drive shaft is connected to the further driven shaft in a form-locking manner. The sliding sleeve can be moved axially in order to be connected to different shafts and/or hubs and thus to achieve different gear positions. The sliding sleeve is moved here by means of a spring.

The spring continuously applies a force to the sliding sleeve. This may lead to friction and wear of the clutch.

Disclosure of utility model

The object of the present utility model is therefore to provide a clutch arrangement in which friction and wear of the clutch are reduced, and a drive train having a clutch arrangement.

Another object of the utility model is to provide an alternative clutch arrangement and an alternative drive train.

In a clutch arrangement comprising a shift element for shifting gears of a transmission, in particular a clutch element having teeth for establishing a particularly positive connection between a drive shaft and a driven shaft of the transmission, and an intermediate element for transmitting movement of the shift element to the clutch element, the utility model solves the above-mentioned object in that at least one return element, in particular a spring, is arranged between the intermediate element and the clutch element at an axial end of the clutch element, wherein by means of the return element

A) When the clutch element is arranged in the first position relative to the intermediate element, a restoring force can be applied to the intermediate element,

And

B) When the clutch element is arranged in the second position relative to the intermediate element, a restoring force can be applied to the clutch element,

Wherein the first and second locations are different from each other.

The utility model also solves the above object by a drive train having a drive shaft, a clutch arrangement according to the utility model and at least one driven shaft, wherein the clutch arrangement is arranged between the drive shaft and the driven shaft for transmitting forces and torques.

The definition "wherein a clutch means is arranged between the drive shaft and the driven shaft for transmitting forces and torques" is to be understood in the broadest sense and preferably refers in the description to an arrangement in which the drive shaft and the driven shaft can be brought into connection by means of the clutch means. In particular, the driven shaft can extend in the drive shaft and be placed in connection with the drive shaft by means of a clutch arrangement. The drive shaft and the driven shaft can thus be arranged nested in one another and can be placed in a form-locking or friction-locking connection by means of a clutch arrangement.

The force application of the return element is thus dependent on the positioning of the clutch element and the intermediate element relative to each other. In particular, the first positioning corresponds to the positioning of the clutch element relative to the intermediate element at the end of the coupling process. In particular, the second positioning corresponds to the positioning of the clutch element relative to the intermediate element that the coupling process has started but has not yet ended. This state can occur, for example, when the intermediate element is already in the switched position, but the clutch element has not yet been engaged due to the tooth-to-tooth position.

One of the advantages achieved in this way is that the clutch element is decoupled from the shift element. A further advantage is that in the first position of the intermediate element relative to the clutch element no force acts on the clutch element from the shift element, since a restoring force acts on the intermediate element. Thereby, the clutch element is unloaded, thereby reducing friction and wear. When the clutch element cannot follow the movement of the shift element, and thus of the intermediate element, for example, due to the tooth-to-tooth position, in other words is blocked, the relative positioning of the clutch element with respect to the intermediate element changes, so that the clutch element is in the second position. In this second position, a restoring force acts on the clutch element. Once the jam is removed, the return force presses the clutch element into the first position relative to the intermediate element. Another advantage is that the shift element can move even if the movement of the clutch element is prevented. Furthermore, it is advantageous that the shifting element can be placed in a desired end position, for example, in order to engage a specific gear, even if the clutch element cannot be engaged immediately in this gear.

This may be caused, for example, by the presence of a "tooth-to-tooth position" in the clutch. The clutch element may not be engaged in the respective shaft or hub for engaging a gear, since the teeth of the clutch element are on the teeth of the hub. In this case, a force is applied to the clutch element by the return element, which force engages the clutch element into the hub once the tooth-to-tooth position is released. In this way, it is achieved that no force has to be continuously applied to the shift element until the shift process is completed.

Further features, advantages and further embodiments are described below or disclosed thereby.

According to an advantageous embodiment of the utility model, at least one stop element, preferably two stop elements, are arranged axially between the clutch element and the intermediate element, in particular between the clutch element and the return element. The force of the return element can thus be transmitted indirectly via the stop element to the clutch element. The stop element can be embodied in particular as a stop disk. An advantage of this is that the return element does not have to transmit the force directly to the clutch element in the final position, but rather the applied force can be distributed evenly to the clutch element by means of the stop element. Another advantage is that a rotational decoupling between the stop element and the clutch element is achieved, so that drag losses during shifting are reduced.

According to an advantageous embodiment of the utility model, the clutch element has a defined final position, in particular a first position, relative to the intermediate element, and a restoring force can be applied to the clutch element by means of the restoring element in the direction of the final position. The final positioning may in particular correspond to the first positioning. One advantage of this is that the clutch element is pressed into the desired final position when the intermediate element is deflected, even if the movement of the clutch element is temporarily blocked.

According to an advantageous embodiment of the utility model, the clutch element is arranged unstressed with respect to the return element when the clutch element is arranged in the final position. One advantage of this is that the clutch elements are not subjected to forces after the end of the shifting process and thus the friction in the clutch and thus the wear is reduced.

According to an advantageous embodiment of the utility model, the return element is designed as a spiral spring, helical spring and/or wave spring. An advantage of this is that a return element can be provided in a simple manner, which enables the clutch element to be arranged in an unstressed manner in the final position.

According to an advantageous embodiment of the utility model, a stop element and/or a return element is/are arranged between the intermediate element and the clutch element at both axial ends of the clutch element. One advantage of this is that the clutch element is pressed into a defined final position for each axial deflection.

According to an advantageous embodiment of the utility model, at least two of the return elements have different rigidities and/or at least two of the return elements have different axial distances from the clutch element. One advantage of this is that different shifting forces can be achieved.

According to an advantageous embodiment of the utility model, the drive shaft and the clutch element are connected to one another in a form-locking and/or friction-locking manner and/or the clutch element and the intermediate element are connected to one another in a form-locking and/or friction-locking manner. One advantage of this is that the torque of the drive shaft can be transmitted to the clutch element and the intermediate element in a simple manner.

According to an advantageous embodiment of the utility model, the intermediate element is arranged such that it can be moved without actuating the restoring element. The term "without manipulation of the return element" means that a certain deflection of the intermediate element does not lead to manipulation of the return element, in particular the spring is not compressed or stretched. In this way, a tolerance play in the clutch is achieved in order to be able to move the shift element, but the intermediate element does not exert a force on the clutch element. One advantage of this is that unintentional shifting of the clutch is prevented when the shift element is offset very little.

According to an advantageous embodiment of the utility model, the stop element is arranged so as to be movable relative to the clutch element. The stop element is thus not firmly connected to the clutch element, but is only loosely arranged between the clutch element and the return element. One advantage of this is that drag losses during shifting are reduced.

According to an advantageous embodiment of the utility model, the first positioning corresponds to the positioning of the clutch element relative to the intermediate element at the end of the coupling process, and in particular the second positioning corresponds to the positioning of the clutch element relative to the intermediate element at the beginning of the coupling process but not yet at the end. An advantage of this is that the clutch element can be decoupled in a simple manner from the intermediate element and thus from the shift fork.

Further important features and advantages of the present utility model are derived from the figures and the associated description of the figures with the aid of the figures.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively described combination but also in other combinations or alone without departing from the scope of the utility model.

Drawings

Preferred embodiments and implementations of the present utility model are illustrated in the accompanying drawings and described in more detail in the following description, wherein like reference numerals refer to identical or similar or functionally identical components or elements.

Here:

Fig. 1 shows in schematic form a clutch arrangement according to an embodiment of the utility model;

Fig. 2 shows in schematic form the clutch arrangement in a tooth-to-tooth position, and

Fig. 3 shows a clutch arrangement with engaged gears in a schematic form.

Detailed Description

Fig. 1 shows a clutch arrangement according to an embodiment of the utility model in a schematic form.

Fig. 1 shows a clutch assembly 1 in a sectional view. The clutch arrangement 1 comprises a drive shaft 2 and two driven shafts 3a, 3b and a clutch 4. The drive shaft 2 is designed here as a hollow shaft, in which the driven shafts 3a, 3b can rotate. Hubs 5a, 5b are arranged at the driven shafts 3a, 3b, respectively. The hubs 5a, 5b are firmly connected to the driven shafts 3a, 3b and comprise teeth 6a, 6b, respectively.

A clutch element 7, in this case in the form of a sliding sleeve, is arranged between the hubs 5a, 5 b. The sliding sleeve 7 is annular in design and has an internal toothing 8 on the radial inner side, which corresponds to the teeth 6a, 6b of the hubs 5a, 5 b. An external toothing 9 is likewise formed on the radially outer side of the sliding sleeve 7. The sliding sleeve 7 is connected to the drive shaft 2 in a form-fitting manner by means of the internal toothing 8 in the radial direction, but is movable in the axial direction. Since the inner toothing 8 corresponds to the teeth 6a, 6b, the sliding sleeve 7 can slide onto one of the two hubs 5a, 5 b. The axial displacement of the sliding sleeve 7 is limited by the end stops 11a, 11 b. The sliding sleeve 7 is thus permanently connected to the drive shaft 2, but can be connected to one of the two hubs 5a, 5b in a form-locking manner by an axial displacement of the sliding sleeve 7. When the sliding sleeve 7 is connected to one of the two hubs 5a, 5b, the rotation of the drive shaft 2 is transmitted to the respective driven shaft 3a, 3b. This can be connected to the further shaft via differently large gears, so that the desired gear can be selected by selecting a form fit.

Three different gears can be realized by means of the clutch arrangement 1 shown in fig. 1. The first gear is achieved when the sliding sleeve 7 is connected to one of the hubs 5a, the second gear is achieved when the sliding sleeve 7 is connected to the other of the hubs 5b, and the idle rotation is achieved when the sliding sleeve 7 is not connected to the hubs. Such idling is shown in fig. 1. It is also conceivable that the clutch arrangement 2 can be arranged in a planetary gear. In this case, the drive shaft 2 is connected to a sun gear, a planet gear or an outer ring, and the driven shafts 3a, 3b are each connected to two other objects. The gear of the planetary gear can thus be changed by changing the connection by means of the sliding sleeve 7. The sliding sleeve 7 in this case does not connect the drive shaft 2 directly to the driven shafts 3a, 3b, but only changes the connection in the planetary gear system, thereby indirectly driving the driven shafts 3a, 3b.

The sliding sleeve 7 is in the final position relative to the intermediate element 10, here in the form of a switching ring, here in the center of the switching ring 10. This positioning corresponds to the first positioning of the clutch element (i.e. the sliding sleeve 7) with respect to the intermediate element (i.e. the switching ring 10). The sliding sleeve 7 engages in a form-locking manner with the switching ring 10 via the external toothing 9. Thus, when the drive shaft 2 rotates, the switching ring 10 rotates just like the sliding sleeve 7. However, an axial movement of the switching ring 10 relative to the sliding sleeve 7 is also achieved.

The clutch 4 can be actuated by a shifting element 12, in this case in the form of a shift fork. Two sliding shoes 13a, 13b are firmly arranged at the shift fork 12. The sliding shoes 13a, 13b are in turn arranged on the switching ring 10. The sliding shoes 13a, 13b are not firmly connected with the shift ring 10, so that the shift ring 10 can be rotated without moving the shift fork 12. However, when the shift fork 12 moves axially, the shift ring 10 also moves axially.

When the shift fork 12 is moved axially, the snap rings 14a, 14b, which are connected to the shift ring 10 in a form-locking manner, are correspondingly moved axially into contact with the return elements 15a, 15b, which are in this case in the form of wave springs 15. The wave spring 15 is thereby compressed and exerts a force on the optional stop elements 16a, 16b, in this case in the form of stop discs 16a, 16b, which in turn exert a force on the sliding sleeve 7. The wear is reduced by distributing the forces exerted on the sliding sleeve 7 over a larger surface by the stop discs 16a, 16 b. The arrangement of the stop disks 16a, 16b is optional here. Since the two wave springs 15a, 15b are arranged, the sliding sleeve 7 is always pressed in the direction of its final positioning when axially offset in both directions. The wave springs 15a, 15b may have different stiffness, thus requiring different shifting forces.

The sliding sleeve 7 is moved axially by the applied force. However, since the hubs 5a, 5b have teeth 6a, 6b, respectively, and the sliding sleeve 7 likewise has an internal toothing 8, a "tooth-to-tooth position" can occur. This means that axial displacement of the sliding sleeve 7 is prevented, since the teeth of the internal toothing 8 strike one of the teeth 6a, 6 b. Thus, the sliding sleeve 7, which can be rotated by the drive shaft 2, must be moved to such an extent that the tooth-to-tooth position is released. Such a tooth-to-tooth position is shown in fig. 2.

Fig. 2 shows the clutch arrangement in a tooth-to-tooth position.

Fig. 2 shows the clutch device 1 according to fig. 1. In contrast to the clutch arrangement 1 according to fig. 1, in the clutch arrangement 1 according to fig. 2 the shift fork 12 is in an offset position. This positioning corresponds to a second positioning of the clutch element (i.e. the sliding sleeve 7) with respect to the intermediate element (i.e. the switching ring 10). The snap ring 14a correspondingly compresses the wave spring 15a, so that it exerts a restoring force on the stop disk 16 a. The stop disk 16a presses onto the sliding sleeve 7, so that the sliding sleeve can be pushed onto the hub 5b past the teeth 6b to the end stop 11b. However, the inner tooth 8 strikes against the tooth 6b, so that the sliding sleeve 7 cannot move axially any further. The sliding sleeve 7 is thus axially displaced relative to the switching ring 10, which means that the sliding sleeve 7 is not arranged in the center of the switching ring 10 as shown in fig. 1, but is offset. Since the sliding sleeve 7 is not in the final position relative to the switching ring 10, i.e. in particular in the first position, the restoring force of the wave spring 15a acts, which forces the sliding sleeve 7 in the direction of the final position. The force flow of the wave spring 15a thus acts indirectly on the sliding sleeve 7.

The shift fork 12 is already in the final position corresponding to the shifting of the clutch into the first gear. By means of the wave spring 15b it is ensured that the sliding sleeve 7 is pressed onto the hub 5b as soon as the tooth-to-tooth position is released and the sliding sleeve 7 can be pushed axially in the direction of the end stop 11 b. In this way it is achieved that the shift fork 12 can be moved into the final position even if the axial movement of the slide sleeve 7 is blocked by the tooth-to-tooth position, i.e. the slide sleeve 7 is blocked. After the release of the blocking, the sliding sleeve 7 is pushed onto the hub 5b by the restoring force of the wave spring 15b, so that a positive connection between the drive shaft 2 and the driven shaft 3b is established. This state is shown in the following fig. 3.

Fig. 3 shows a clutch arrangement with engaged gears.

Fig. 3 shows the clutch arrangement according to fig. 1. In contrast to the clutch arrangement according to fig. 1, in the clutch arrangement 1 according to fig. 3 the sliding sleeve 7 engages in a form-locking manner with the teeth 6b of the hub 5b of the drive shaft 2 as well as of the driven shaft 3 b. Thus, torque is transmitted to the driven shaft 3b via the rotation of the drive shaft 2.

Unlike the sliding sleeve 7 according to fig. 1, the sliding sleeve 7 according to fig. 3 is offset. The relative positioning of the sliding sleeve 7 according to fig. 3 with respect to the switching ring 10 according to fig. 3 is however identical to the relative positioning of the sliding sleeve 7 according to fig. 1 with respect to the switching ring 10 according to fig. 1. This means that the sliding sleeve 7 according to fig. 3 is likewise centrally oriented with respect to the switching ring 10. The sliding sleeve 7 is thus in the final position. This positioning also corresponds in particular to the first positioning of the clutch element (i.e. the sliding sleeve 7) relative to the intermediate element (i.e. the switching ring 10). Although the positioning of the sliding sleeve 7 according to fig. 3 differs from the positioning of the sliding sleeve 7 according to fig. 1 with respect to the clutch arrangement 1, it is the same with respect to the switching ring 10, so that the sliding sleeve 7 is in the first positioning with respect to the switching ring 10 both in fig. 1 and in fig. 3. Accordingly, the wave springs 15a, 15b according to fig. 3 are also not compressed and no restoring force acts on the sliding sleeve 7. The force flow therefore does not act on the sliding sleeve 7, but rather indirectly on the intermediate element 10.

The wave spring 15b is not connected to the stopper disk 16 b. Thereby creating a tolerance play 17 between the stop disc 16b and the wave spring 15 b. The shift fork 12 and correspondingly also the shift ring 10 can thus be axially offset by this tolerance play 17 without a force being exerted on the sliding sleeve 7. Thus, the shift fork 12 and the shift ring 10 can be moved without actuating the reset element. Thus, even if a gear is engaged, the sliding sleeve 7 is in an unloaded state. Thereby reducing wear.

Due to the axial displacement of the shift fork 12 in the direction of the central axis 18 of the clutch 4, the sliding sleeve can undergo a return movement, so that, in turn, a free-running as shown in fig. 1 is achieved.

In summary, at least one of the embodiments of the utility model has at least one of the following advantages and/or at least one of the following features:

due to the small wear of the stop disc,

The shift fork can be actuated despite the tooth-to-tooth position,

The sliding sleeve has a defined orientation with respect to the switching ring,

The final positioning of the sliding sleeve is geometry-dependent and independent of the spring,

The sliding sleeve is unstressed in the final positioning,

The tolerance play of the switching ring,

-A simple structural design.

While the utility model has been described with reference to preferred embodiments, the utility model is not limited thereto but can be modified in a wide variety of ways.

List of reference numerals

1. Clutch arrangement

2. Driving shaft

3A, 3b driven shaft

4. Clutch device

5A, 5b hubs

6A, 6b teeth of hubs

7. Sliding sleeve

8. Internal tooth part of sliding sleeve

9. External tooth part of sliding sleeve

10. Switching ring

11A, 11b end stops

12. Shifting fork

13A, 13b sliding shoes

14A, 14b clasp

15A, 15b wave spring

16A, 16b stop disk

17. Tolerance play

18. Central axis of clutch

Claims (21)

1. Clutch arrangement (1), comprising:

a shift element (12) for shifting gears of the transmission,

A clutch element (7) for establishing a connection between a drive shaft (2) and a driven shaft (3 a, 3 b) of the transmission, and

An intermediate element (10) for transmitting the movement of the shift element (12) to the clutch element (7),

It is characterized in that the method comprises the steps of,

At least one return element (15 a, 15 b) is arranged between the intermediate element (10) and the clutch element (7) at an axial end of the clutch element (7), wherein, by means of the return elements (15 a, 15 b), a return force can be applied to the intermediate element (10) when the clutch element (7) is arranged in a first position relative to the intermediate element (10) and to the clutch element (7) when the clutch element (7) is arranged in a second position relative to the intermediate element (10), wherein the first and second positions differ from each other.

2. Clutch device (1) according to claim 1, characterized in that the clutch device (1) is a dog clutch.

3. Clutch device (1) according to claim 1, characterized in that the clutch element (7) has teeth.

4. Clutch device (1) according to claim 1, characterized in that the connection between the drive shaft (2) and the driven shafts (3 a, 3 b) of the transmission is a form-fitting connection.

5. Clutch device (1) according to claim 1, characterized in that the return element (15 a, 15 b) is a spring.

6. Clutch device (1) according to claim 1, characterized in that at least one stop element (16 a, 16 b) is arranged axially between the clutch element (7) and the intermediate element (10).

7. Clutch device (1) according to claim 1, characterized in that at least one stop element (16 a, 16 b) is arranged axially between the clutch element (7) and the return element (15 a, 15 b).

8. Clutch device (1) according to claim 1, characterized in that two stop elements (16 a, 16 b) are arranged axially between the clutch element (7) and the intermediate element (10).

9. Clutch device (1) according to claim 1, characterized in that two stop elements (16 a, 16 b) are arranged axially between the clutch element (7) and the return element (15 a, 15 b).

10. Clutch arrangement (1) according to claim 6, characterized in that the clutch element (7) has a defined final positioning relative to the intermediate element (10) and that a restoring force can be applied to the clutch element (7) by means of the restoring element (15 a, 15 b) in the direction of the final positioning.

11. Clutch device (1) according to claim 10, characterized in that the defined final positioning is the first positioning.

12. Clutch arrangement (1) according to claim 10 or 11, characterized in that the clutch element (7) is arranged to be unstressed with respect to the reset element (15 a, 15 b) when the clutch element (7) is arranged in the final positioning.

13. Clutch device (1) according to one of claims 6 to 11, characterized in that the return element (15 a, 15 b) is configured as a spiral spring, helical spring and/or wave spring.

14. Clutch arrangement (1) according to one of claims 2 to 5, characterized in that at both axial ends of the clutch element (7) between the intermediate element (10) and the clutch element (7) there are arranged stop elements (16 a, 16 b) and/or return elements (15 a, 15 b), respectively.

15. Clutch arrangement (1) according to claim 14, characterized in that at least two of the return elements (15 a, 15 b) have different rigidities and/or at least two of the return elements (15 a, 15 b) have different axial distances from the clutch element (7).

16. Clutch arrangement (1) according to one of claims 1 to 11, characterized in that the drive shaft (2) and the clutch element (7) are connected to one another in a form-locking and/or friction-locking manner and/or the clutch element (7) and the intermediate element (10) are connected to one another in a form-locking and/or friction-locking manner.

17. Clutch arrangement (1) according to any one of claims 6 to 11, characterized in that the intermediate element (10) is arranged such that the intermediate element (10) can be moved without manipulating a reset element.

18. Clutch arrangement (1) according to any one of claims 6 to 11, characterized in that the stop element (16 a, 16 b) is arranged movable relative to the clutch element (7).

19. Clutch arrangement (1) according to any one of claims 1 to 11, characterized in that the first positioning corresponds to the positioning that the clutch element (7) has relative to the intermediate element (10) at the end of a coupling process.

20. Clutch arrangement (1) according to claim 19, characterized in that the second positioning corresponds to the positioning that the clutch element (7) has with respect to the intermediate element (10) at the beginning of the coupling process but not yet at the end.

21. Drive train having a drive shaft (2), a clutch arrangement (1) according to any one of claims 1 to 20 and at least one driven shaft (3 a, 3 b), wherein the clutch arrangement (1) is arranged between the drive shaft (2) and the driven shaft (3 a, 3 b) for transmitting forces and torques.