Clutch, arrangement system with such a clutch and vehicle with such a clutch
By designing an actuator-driven pressure component that moves along the raceway, the clutch can switch to a self-holding state without continuous external force application, thus solving the problem of high energy consumption in existing clutches and improving energy efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- DIEHL METAL COOP GMBH & CO KG
- Filing Date
- 2021-09-01
- Publication Date
- 2026-07-14
AI Technical Summary
Existing clutches require continuous external force to maintain an open or closed state, resulting in poor energy balance.
A clutch was designed that drives a pressure element to move along a raceway via an actuator, so that the pressure element contacts the friction element in the closed state and separates in the open state. The shape of the raceway is used to achieve self-holding and avoid continuous energy consumption.
It achieves the ability to maintain the clutch state without applying external force, consuming energy only during switching, thus reducing energy demand and improving energy efficiency.
Smart Images
Figure CN116057296B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a clutch for selectively connecting a first shaft and a second shaft. Background Technology
[0002] For specific applications, it is desirable that one or more drive units, which may be electric motors or internal combustion engines, can be force-locked connected to another drive unit or unit via a clutch. When force-locking is established, i.e., when the clutch is engaged, torque can be transmitted. The clutch can also be disengaged, in which the force-locked connection is broken. Such clutches are already known.
[0003] In motor vehicles, disc spring clutches are used for this purpose, for example, between the engine and the transmission. However, a disadvantage of this conventional clutch is that a continuous force must be applied to keep the clutch in the open or closed state. Therefore, the energy balance during clutch operation is not satisfactory. Summary of the Invention
[0004] Therefore, the objective of this invention is to provide a clutch that requires less energy to operate.
[0005] To this end, the present invention proposes a clutch for selectively connecting a first shaft and a second shaft, wherein the clutch is configured to remain in a closed or open state without the application of external force, establishing a force-locked connection between the two shafts in the closed state, and separating the two shafts from each other in the open state, wherein the clutch can switch from the closed state to the open state by means of an actuator and vice versa, wherein the clutch has a pressure member that can move along a raceway by means of the actuator and apply force to a pressure element that is non-rotatably connected to the first shaft and is axially movable, such that the pressure element is pressed against a friction element connected to the second shaft in the closed state or spaced apart from the friction element in the open state, the raceway for the pressure member is configured such that the force applied by the pressure member presses the pressure element against the friction element in the closed state, and in the open state, the force applied by the pressure member changes direction and presses the pressure element away from the friction element, thereby interrupting the force flow between the first shaft and the second shaft, and self-holding is achieved not only in the closed state but also in the open state by the shape of the raceway.
[0006] The clutch configuration according to the invention is used for selectively connecting a first shaft and a second shaft, wherein the clutch configuration is used to maintain a closed state and an open state without applying external force, establishing a force-locked connection between the two shafts in the closed state, and separating the two shafts from each other in the open state, wherein the clutch can be switched from the closed state to the open state by means of an actuator, and vice versa, wherein the clutch has a pressure member that can move along a raceway by means of the actuator and apply force to a pressure element that is non-rotatably connected to the first shaft and is axially movable, such that the pressure element is pressed against a friction element connected to the second shaft in the closed state or spaced apart from the friction element in the open state of the clutch.
[0007] The advantage of this invention is that energy is only required to switch between the two states of the clutch. However, no energy is needed to maintain the corresponding state, that is, to maintain the closed or open state. Therefore, the clutch according to the invention is characterized by particularly low energy requirements.
[0008] In the clutch according to the invention, the pressure element, in the closed state, presses against a friction element connected to the second shaft via a pressure element connected to the first shaft. The friction element is non-rotatably connected to the second shaft and is axially movable relative to the second shaft. When the clutch is closed, the friction element connected to the second shaft and the fixed friction element connected to the first shaft are pressed together. In the closed state, the two shafts are forcefully locked together, thereby transmitting torque. The clutch can be switched from the closed state to the open state by moving the pressure element along the raceway. Similarly, the clutch can be switched from the open state to the closed state by reversing the direction of movement of the pressure element. The raceway for the pressure element is constructed such that the force applied by the pressure element presses the pressure element against the friction element in the closed state. In the open state, the force applied by the pressure element changes direction and pushes the pressure element away from the friction element, thereby interrupting the force flow between the first and second shafts. The shape of the raceway enables self-holding not only in the closed state but also in the open state. In the clutch according to the invention, energy must be used only for switching; however, energy is not required in the open and closed states.
[0009] In the clutch according to the invention, the actuator is configured to move a first transmission component coupled to a second transmission component, such that by moving the first transmission component, the pressure element can move along a raceway via the second transmission component to switch the clutch from a closed state to an open state, and vice versa. Correspondingly, the actuator performs linear motion. The actuator can be configured as a screw drive, shift lever, shift fork, pneumatic cylinder, hydraulic cylinder, solenoid coil, or direct drive. Alternatively, the actuator may be located on a rotating shaft.
[0010] A variation of the invention specifies that the first transmission component is constructed as a rack and pinion, and the second transmission component is constructed as a gear or gear segment. These components enable the conversion of linear motion into rotary motion. Therefore, the actuator can switch the clutch via linear motion, which is converted into rotary motion by means of the second transmission component.
[0011] Alternatively, the first transmission component can be configured as a sliding hinge, and the second transmission component can be configured as a crank. The sliding hinge is driven by the actuator and moves linearly, thereby causing the crank to rotate.
[0012] According to another alternative, the first and second transmission components can be configured as parts of a coupled transmission. Here, the coupling hinge of one component of the coupled transmission moves linearly, thereby placing the other component of the coupled transmission in a state of rotation.
[0013] Particularly preferred within the scope of this invention is that the pressure element is loaded by the force of a spring element arranged between the second transmission component and the pressure element, which presses the pressure element against the component connected to the second shaft when the clutch is engaged. This spring element ensures that a defined clamping force is always applied to the pressure element. Thus, the position of the pressure element is determined not only when the clutch is engaged but also when the clutch is disengaged, and the pressure element is therefore always in a defined state. This spring element can be constructed, for example, as a helical pressure spring or alternatively as a disc spring, a disc spring assembly, or a disc spring group. In the disengaged state of the clutch, the spring element ensures the existence of an air gap. As the pressure element moves along the raceway via the actuator, the direction of the pressure applied by the spring element changes. Therefore, the direction in which the pressure element is pressed can also be changed.
[0014] A further improvement of the invention specifies that the raceway of the pressure member is constructed as a concave circular segment. The raceway can also be constructed as a combination of multiple circular segments or shaped like the outer surface of an annular segment. However, the raceway does not necessarily have to be constructed as a circular segment or an annular segment. Alternatively, the raceway can also be constructed as a concave groove or, for example, a rectangular groove in the profile cross-section. The raceway can also consist of two or more segments in the longitudinal direction. The distance traveled by the pressure member during rotational movement during switching can, for example, be approximately 90° to 120°. The pressure member loaded by the spring element can be constructed as a sphere, a cylinder, or a cylinder, annular surface, an annular segment, hollow cylindrical segment, or cylindrical section having a spherical end.
[0015] Pressure components, constructed as spheres or cylinders, slip or roll on raceways depending on the method of applying pressure. When the pressure component is constructed as a cylinder (roller) and can roll along the raceway, friction is particularly low. If friction is low, the operating force is also advantageously reduced.
[0016] To transmit higher torque, the clutch according to the invention can have multiple friction surfaces, particularly two, three, or four. Preferably, the multiple friction surfaces are arranged parallel to each other. By providing multiple friction surfaces, the external dimensions of the clutch can be kept small and the transmittable torque of the clutch can be increased. The multiple friction surfaces can also be combined into two groups or two stacks arranged on both sides of the pressure element.
[0017] In the clutch according to the invention, the friction surface can be constructed as a disc, a ring, or a cone. In a friction surface constructed as a cone, the surface pressure is enhanced corresponding to the cone angle. Therefore, compared to a friction surface constructed as a disc, a higher torque can be transmitted under the same clamping force.
[0018] Alternatively, the clutch may be specified to have at least one air spring for creating an air gap in the open state. The air spring ensures that the friction surfaces are spaced apart from the corresponding mating surfaces when the clutch is open, thereby avoiding dragging torque and thus frictional losses.
[0019] The clutch according to the invention may also have a plurality of pressure elements arranged peripherally, which can move together along the raceway by means of an actuator and load a pressure element fixedly connected to the first shaft.
[0020] Furthermore, the present invention relates to an arrangement system comprising a first shaft and a second shaft, and a clutch of the type described above arranged between the first shaft and the second shaft. The two shafts may each be components of an electric motor, particularly an electric motor. Alternatively, one shaft may be a component of an electric motor, particularly an electric motor, and the other shaft may be a component of another unit. Examples for this are a transmission or an internal combustion engine.
[0021] Furthermore, the present invention relates to a vehicle, particularly an electric vehicle or a hybrid vehicle, comprising two motors that can operate as motors or generators, wherein the vehicle has an arrangement system including a first axle and a second axle and a clutch of the type described above disposed between the first axle and the second axle. The invention also includes a vehicle having an internal combustion engine and a clutch of the type described above. Optionally, at least one motor may additionally be present, the motor being connected to the clutch. Attached Figure Description
[0022] The invention will now be described with reference to the accompanying drawings and various embodiments. The drawings are schematic diagrams and illustrate...
[0023] Figure 1 A first embodiment of the clutch according to the invention in the closed state is shown;
[0024] Figure 2 Showing the state when open Figure 1 The clutch shown;
[0025] Figure 3 A second embodiment of the clutch according to the invention in the closed state is shown;
[0026] Figure 4 Showing the state when open Figure 3 The clutch shown;
[0027] Figure 5 A third embodiment of the clutch according to the invention is shown in the closed state;
[0028] Figure 6 Showing the state when open Figure 5 The clutch shown;
[0029] Figure 7 A fourth embodiment of the clutch according to the invention is shown in the closed state;
[0030] Figure 8 Showing the state when open Figure 7 The clutch shown;
[0031] Figure 9 The details of the clutch in the area of pressure elements and gears are shown;
[0032] Figure 10 Show Figure 9 An alternative implementation of the example shown;
[0033] Figure 11 Show Figure 9 Another alternative implementation of the example shown;
[0034] Figure 12 An embodiment of a clutch having two friction pairs in the closed state is shown;
[0035] Figure 13 Showing the state when open Figure 12 The clutch shown;
[0036] Figure 14 An embodiment of a clutch with four friction pairs in the closed state is shown;
[0037] Figure 15 Showing the state when open Figure 14 The clutch shown;
[0038] Figure 16 An embodiment of a clutch having a conically arranged friction pair in the closed state is shown;
[0039] Figure 17 This illustrates the relationship between a friction pair with two conical arrangements in the closed state and... Figure 16 Similar embodiments;
[0040] Figure 18 A perspective view showing one embodiment of the clutch;
[0041] Figure 19 Showing the intermediate state Figure 18 The clutch shown is without a housing;
[0042] Figure 20 Showing the intermediate state Figure 18 A partially sectional view of the clutch shown;
[0043] Figure 21 Showing the closed state Figure 18 A cross-sectional view of another part of the clutch shown;
[0044] Figure 22 Showing the state when open Figure 19 A cross-sectional view of another part of the clutch shown;
[0045] Figure 23 An embodiment of a clutch having two stacked friction pairs in the closed state is shown;
[0046] Figure 24 Showing the state when open Figure 23 The clutch shown;
[0047] Figure 25 Another embodiment of a clutch having two stacked friction pairs in the closed state is shown;
[0048] Figure 26 Showing the state when open Figure 25 The clutch shown. Detailed Implementation
[0049] Figure 1 and Figure 2 A first embodiment of clutch 1 is shown, wherein, Figure 1 The clutch is shown in the closed state and Figure 2 The clutch 1 is shown in the open state. The motor 2, configured as an electric motor, includes a shaft 3 on which a pressure element 4 is arranged non-rotatably but axially movable. The pressure element 4, rotating with the shaft 3, has a raceway 5, which is concave and at least approximately circular in section shape. The raceway 5 extends over an angular range of approximately 120°. A stop is present at each of the two ends of the raceway.
[0050] exist Figure 2 In the open state shown, the axial surface 6 of the pressure element 4 is spaced apart from the movable friction element 7. The movable friction element 7 has friction pads and is axially movable but not rotatably supported in a housing 8, which is fixedly connected to the second shaft 9.
[0051] The friction element 10, with its fixed position, is fixedly connected to the first shaft 3. Figure 1 In the closed state shown, the pressure element 4 presses the friction element 7 with friction pads against the fixed friction element 10 with its axial surface 6, thereby establishing frictional and force engagement between the two shafts 3 and 9.
[0052] exist Figure 1 and Figure 2The device shown has an actuator 11, schematically illustrated, configured as a linear drive in this embodiment. Alternatively, the actuator may be configured as a sliding sleeve or shift sleeve, through which a slider can be manipulated. The linear drive includes a slider 12 fixedly connected to a first transmission component configured as a rack 13. The rack 13 meshes with a second transmission component configured as a gear 14. A pressure member 15 is elastically supported on the gear 14. In this embodiment, the pressure member 15 is configured as a sphere loaded by a helical pressure spring 16. The helical pressure spring 16 is housed in a guide arranged radially relative to the gear 14. Correspondingly, the pressure member 15 also rotates as the gear 14 rotates.
[0053] The function of clutch 1 is as follows: Figure 1 In the closed state shown, the pressure member 15 presses against the pressure element 4 under the pressure generated by the helical pressure spring 16, causing the pressure element to press against the movable friction element 7 connected to the second shaft 9. The movable friction element 7, with its opposite, in Figure 1 and 2 The left side 17 is pressed against the fixed friction element 10 by a friction lining. This is to engage the clutch 1 from... Figure 1 The closed state shown is brought to Figure 2 In the open state shown, actuator 11 is manipulated, thereby... Figure 1 In the view, the slider 12 moves axially to the right. This causes the rack 13, which is fixedly connected to the slider 12, to move axially, and the axially fixed gear 14 to rotate, in this case counterclockwise. The pressure member 15, elastically supported on the gear 14, rotates with the gear 14 and moves along the raceway 5 of the pressure element 4.
[0054] After gear 14 rotates, pressure member 15 moves along raceway 5 and occupies the space between the gear and the raceway. Figure 2 At the terminal position shown, the pressure generated by the helical compression spring 16 is in the opposite axial direction. Figure 2 In the view shown, the force is applied to the right, causing the pressure element 4 to move away from the movable friction element 7 and the frictional engagement between the two shafts 3 and 9 is eliminated.
[0055] exist Figure 1 The closed state shown and in Figure 2 The open states shown are self-holding, meaning they do not require force from the actuator to maintain the corresponding state. The actuator 11 must only be activated to switch clutch 1.
[0056] When switching the clutch, the helical pressure spring 16, configured as a guide of the sleeve, pivots, thereby changing the pressure angle and pressure point of the pressure applied by the helical pressure spring 16 to the raceway 5. The axial fraction of the pressure acting on the pressure element 4 decreases and eventually changes direction. As a result, the pressure element 4 moves axially along the first shaft 3, and the clutch 1 opens using the air gap. Due to the resulting friction and the shape of the raceway 5, the desired self-holding and bistable states are achieved in both final states.
[0057] Not only in the open state but also in the closed state, the helical compression spring 16 is supported on both sides by the component connected to the first shaft 3. A closed load path is formed inside the component that rotates with the first shaft 3, so that no axial force is applied to the second shaft 9. The spring work performed by the helical compression spring 16 is minimized.
[0058] If clutch 1 is overloaded, slippage or sliding occurs between the movable friction element 7 connected to the second shaft 9 and the fixed friction element 10 connected to the first shaft 3. Correspondingly, clutch 1 automatically disengages under overload conditions, where the actuator 11, gear 14, and pressure element 15 remain in their positions on the raceway 5, thus returning the clutch to a closed state after the overload is removed. The area where clutch 1 automatically disengages under overload conditions can be determined by appropriately designing the spring characteristic curve and friction lining. By automatically disengaging clutch 1 under overload conditions, damage to components coupled to clutch 1, particularly at least one motor, is prevented, and other components of the power transmission system are protected.
[0059] exist Figure 1 and Figure 2 The embodiment shown is characterized in that the operating force of clutch 1 is required to be significantly smaller than the clutch force.
[0060] Figure 3 and Figure 4 A second embodiment of the clutch 18 is shown, wherein, Figure 3 Showing the closed state and Figure 4 The open state is shown. Components that are identical to those in the first embodiment will not be described in detail. The same reference numerals are used for identical components.
[0061] Consistent with the first embodiment, the clutch 18 includes a pressure element 4 connected to the first shaft 3 in a non-rotatable but axially movable manner. The pressure element 4 has a raceway 5 configured as a concave circular section. The first transmission component is configured as a sliding hinge 19 and connected to a slider 12, which can be actuated by an actuator 11. A crank 20, configured as a second transmission component, is movably guided in the sliding hinge 19. Furthermore, a guide 21 is part of the crank 20, a helical pressure spring 16 is housed in the guide, and a pressure element 15 is located at the end of the helical pressure spring.
[0062] When actuator 11 is actuated, sliding hinge 19 moves axially. Correspondingly, crank 20 rotates, its end section guided by sliding hinge 19. When clutch 18 is disengaged... Figure 3 The closed position shown moves to the point where Figure 4 When in the open position shown, crank 20 rotates counterclockwise, causing pressure member 15 to move along the raceway from... Figure 3 The terminal position shown is moved to the Figure 4 At the terminal position shown, the pressure element is pressed against the raceway 5 of the pressure element 4 by the helical pressure spring 16.
[0063] exist Figure 3 In this process, the axial force generated by the helical pressure spring 16 acts on the pressure element 4, causing the pressure element to be pressed against the movable friction element 7 with its axial surface 6. The friction element, on the other hand, rests against the fixed friction element 10, thereby establishing a frictional lock between the first shaft 3 and the second shaft 9.
[0064] When crank 20 is rotated by actuator 11 to the point where Figure 4 In the terminal position shown, the axial component of the force generated by the helical pressure spring 16 causes the pressure element 4 to... Figure 4 Moving to the right in the view cancels the force lock between the two shafts 3 and 9. The transmission device consisting of crank 20 and sliding hinge 19 is characterized by its simple structure. However, the opening and closing are performed non-linearly. The operating force is greater than that in the first embodiment described above.
[0065] Figure 5 and Figure 6 A third embodiment of the clutch 22 is shown, wherein, Figure 5 Showing the closed state and Figure 6 The open state is shown. Components that are identical to those in the first embodiment will not be described in detail. The same reference numerals are used for identical components.
[0066] Consistent with the first embodiment, the clutch 22 includes a pressure element 4, which is non-rotatably connected to the first shaft 3 but axially movable. The pressure element 4 has a raceway 5 configured as a concave circular section. A first transmission component is configured as a first coupling rod 23 and connected to a slider 12, which can be actuated by an actuator 11. A second transmission component is configured as a second coupling rod 24, which is fixedly connected to a guide 21, in which a helical pressure spring 16 is housed, and a pressure element 15 is located at the end of the helical pressure spring. When the actuator 11 is actuated, the first coupling rod 23 and the second coupling rod 24 are moved and rotated by the slider 12. In particular, the guide 21 rotates about its rotation point 25. Figure 5 The closed state shown transitions to in Figure 6 In the open state shown, it rotates counterclockwise. Here, the pressure member 15, pressed against the raceway 5 of the pressure element 4 by the helical pressure spring 16, moves along the raceway from... Figure 5 The terminal position shown has been moved to... Figure 6 The terminal location is shown in the figure.
[0067] exist Figure 5 In this process, the axial force generated by the helical pressure spring 16 acts on the pressure element 4, causing the pressure element to be pressed against the movable friction element 7 with its axial surface 6. The friction element, on the other hand, rests against the fixed friction element 10, thereby forming a frictional lock between the first shaft 3 and the second shaft 9.
[0068] When the second coupling rod 24 is rotated to the position by the actuator Figure 6 In the terminal position shown, the axial component of the force generated by the helical pressure spring 16 causes the pressure element 4 to... Figure 6 Moving to the right in the view cancels the frictional engagement between the two shafts 3 and 9. The force can be well adjusted in the coupled transmission device consisting of the first coupling rod 23, the second coupling rod 24, and the guide 21.
[0069] Figure 7 and Figure 8 A fourth embodiment of the clutch 26 is shown, wherein, Figure 7 Showing the closed state and Figure 8 The open state is shown. Consistent components are again depicted using the same reference numerals as in the foregoing embodiments.
[0070] A pressure element 27 is provided on a first shaft 3 (which is part of the motor 2). This pressure element is non-rotatable and (unlike in the above embodiment) also fixedly arranged on the shaft 3 in the axial direction. The pressure element 27 has a raceway 28, which is constructed as a concave circular section. A stop 29 and a stop 30 are respectively arranged at both ends of the raceway 28, which restrict the movement of the pressure element 15 along the raceway 28.
[0071] Actuator 11 moves slider 12, at the end of which rack 13 meshes with gear 31. Gear 31 is rotatably supported on retainer 32. In the closed state, the axial surface 33 of retainer 32 is pressed against movable friction element 7, which on the other side rests against fixed friction element 10. Figure 7 In the state shown, the helical pressure spring 16 is supported on the raceway 28 on one side by the pressure member 15 and on the rotatable support gear 31 on the other side. Correspondingly, the helical pressure spring 16 presses the axial surface 33 against the movable friction element 7 through the gear 31 and the retainer 32, thereby establishing a frictional lock between the first shaft 3 and the second shaft 9.
[0072] When actuator 11 from Figure 7 When the position shown is manipulated, that is, at the location indicated, Figure 7 In the view to the left, the slider 12 causes the rack 13 to move axially to the left, thereby causing the gear 31 to roll on the rack 13. During rotation, the pressure member 15 moves clockwise along the raceway 28 until it reaches the left stop 29. The gear 31, the retainer 32, and the axial surface 33 are axially movably, but not relatively rotatably, supported on the first shaft 3 of the clutch 26. These components move axially during the disengagement process. Figure 7 and 8 The view moves to the right. As a result, the axial surface 33 moves away from the movable friction element 7 and the clutch 26 is disengaged. During the disengagement movement, the pressure element 15 passes through a neutral position, in which no axial force is applied. When it reaches... Figure 8 In the terminal position shown, the helical pressure spring 16, however, applies an axial force to the gear 31, the retainer 32, and the axial surface 33, causing these components to move away from the movable friction element 7, and eliminating the force flow between the two shafts 3, 9. The axial surface 33 can also be configured as a movable friction element.
[0073] Similar to the first embodiment, the fourth embodiment also features a closed load path, so that the pressure generated by the helical pressure spring 16 does not act as an axial force on the shaft support. Instead, the helical pressure spring 16 is supported in a corresponding transmission mechanism. Only when the clutch is operated, that is, when it is opened or closed, does a portion of the spring force act on the shaft support for a short time. Because no axial force acts on the shaft support, its service life is increased and energy loss in the support is reduced.
[0074] Figure 9 , 10 Figures 11 and 11 show details of the clutch in the region having the pressure element 4 with the raceway 5 and the gear 14, respectively.
[0075] exist Figure 9 In this configuration, the pressure element is a sphere 34, which is loaded by a helical pressure spring 16 supported on the gear 14. The helical pressure spring 16 is housed in a guide 35.
[0076] exist Figure 10 In this die, the pressure component is constructed as a cylinder 36 with a spherical end 37. The cylinder 36 and the spherical end 37 constitute a die with a surrounding axial annular surface. A helical pressure spring 16 surrounds the cylinder 36 and is supported on one side of the surrounding axial annular surface and on the other side of the gear 14.
[0077] exist Figure 11 In the middle, the pressure component is constructed as a roller 38, while the pressure spring is in... Figure 9 The embodiment shown differs in that it is not directly supported on the roller, but rather on the axial surface 39 of the pressure sleeve. The pressure sleeve supports the roller 38, which is rotatable about its longitudinal axis. Correspondingly, the roller 38 rotates or rolls on the raceway 5. With this design, compared to... Figure 9 and 10 Compared to the embodiments shown, friction can be reduced by approximately an order of magnitude.
[0078] Figure 12 and 13 An embodiment of a clutch with two friction pairs is shown, which is similar to that in... Figure 1 and 2 The first embodiment shown is constructed as described. Therefore, a further description of the consistent components is omitted in this regard.
[0079] The movable friction element 40, connected to the second shaft 9, has friction pads 41 and 42 on both sides. Figure 12 In the clutch's engaged state, friction lining 42 contacts the axial surface 6 of pressure element 4. Simultaneously, friction lining 41 contacts the fixed friction element 10 connected to the first shaft 3. Figure 13In the open state shown, the two friction pads 41 and 42 are spaced apart from their corresponding mating surfaces, namely the axial surface 6 and the fixed friction element 10. A variant of the clutch may include a spring for ventilation.
[0080] Figure 14 and 15 An embodiment is shown, which is similar to that in Figure 12 and 13 The embodiment shown is constructed as follows. In this embodiment, the clutch has two movable friction elements 43, 44, which are axially movable and optionally elastically supported. Each friction element 43, 44 has friction linings on both sides, resulting in a total of four friction linings. Figure 14 The leftmost friction pad rests against the fixed friction element 10 in the closed state. Figure 14 The rightmost friction lining rests against the axial surface 6. The friction element 45, connected to the first shaft 3, is located in the middle, between the two inner friction linings. Air springs are optionally arranged between the fixed friction element 10 and the friction element 45, and between the friction element 45 and the axial surface 6. These air springs ensure that the components connected to the first shaft 3 or the second shaft 9 do not contact each other when the clutch is open, thereby avoiding frictional loss.
[0081] Figure 16 An embodiment of the clutch is shown, which is connected to... Figure 1 and Figure 2 The clutch shown is similarly constructed. However, the movable friction element 45 there is constructed as a cone. The conical construction of the movable friction element 45 increases the surface pressure between the components connected to the two shafts 3, 9, thereby allowing the transmission of higher torque compared to a planar clutch. The conical movable friction element 45 rests against a fixed friction element 10, which is also conical in construction, when the clutch is engaged. The movable friction element 45 is axially movable, but not relatively rotatable, on its left end, on its outer periphery, within a housing 8 connected to shaft 9. The other end is loaded by a pressure element 4 via its pressing surface. In the open state, there is a speed difference between the friction element 45 connected to the second shaft and the friction element 10 and pressure element 4 connected to the first shaft 3.
[0082] Figure 17 Showing with Figure 16 A similar clutch embodiment, wherein, in addition to the conical movable friction element 45, there is another conical movable friction element 47. Figure 16Compared to the clutch in the previous embodiment, the second friction element 47 can transmit higher torque. Similarly, the clutch may also be constructed with three or four conical friction elements arranged in parallel.
[0083] Figure 18 This is a perspective view and illustrates one embodiment of an arrangement system including a first shaft 3, a second shaft 9, and a clutch 48 with a housing 8 disposed therebetween. Switching of the clutch 48 is performed by means of a shift fork 50, shown only partially, which engages in a groove in a slider 51.
[0084] Figure 19 Show Figure 18 The arrangement system includes a clutch 48 without a housing 8. In this embodiment, there are five spring devices with pressure elements distributed peripherally. The spring devices are evenly distributed peripherally, that is, at 72° intervals.
[0085] Figure 20 yes Figure 19 The diagram shows a partially cutaway view of the arrangement system with clutch 48. Specifically, the first shaft 3, the second shaft 9, the pressure member 15 loaded by the helical pressure spring 16, and the raceway 5 can be seen there.
[0086] Figure 21 and Figure 22 A partially sectional view of an arrangement system having a clutch 48 is shown, wherein, Figure 21 The clutch is shown in the closed state and Figure 22 The clutch is shown in the open state. The pressure element 15 can be rotated from one end position to another by switching the clutch 48, wherein the pressure element 4 moves axially along the shaft 3. Figure 21 This shows the state when frictional contact is established and the clutch is engaged. On the other hand, Figure 22 This shows the state when there is no frictional contact and clutch 48 is open, thus preventing torque transmission.
[0087] The arrangement system is particularly well suited for installation in vehicles, especially electric or hybrid vehicles, which include two motors and a clutch of the type arranged between them, the motors operating as motors or as generators.
[0088] Figure 23 and 24 Another embodiment of a clutch 46 with a housing 49 is shown, the clutch being coupled with... Figure 14 and 15 The clutch shown is similarly constructed. However, Figure 23 and 24The clutch 46 shown has two pairs of friction pairs, with a portion of the friction pairs arranged on one side of the gear 14 and the rack 13 respectively, that is, forming two stacked friction pairs. Advantageously, half of the friction pairs are arranged on each side of the gear 14.
[0089] Figure 23 The clutch 46 is shown in its closed state, having two pairs of friction elements 43 and 44 on the left and right sides, each pair having two friction linings. Figure 23 On the left side and the opposite right side, the friction pads abut against the friction elements 10 and 52, which are fixedly connected to the first shaft 3. Figure 23 As can be seen, the two pairs of friction elements 43 and 44 are connected to the second shaft 9 and are axially elastically supported. The retaining device 53 forms a support for the gear 14. In the closed state, i.e., when the pressure element 15 is located... Figure 23 In the upper left position shown, not only the left friction pad but also the right friction pad is pressed against the corresponding friction element or mating surface, thereby transmitting torque.
[0090] When actuator 11 is manipulated and from Figure 23 When the vehicle moves to the right from the indicated position, gear 14 rotates and simultaneously moves to the left until pressure element 15 abuts against the right stop of pressure element 4. In this state, clutch 46 is disengaged, meaning the friction lining is removed from its corresponding friction element.
[0091] exist Figure 23 and 24 As can be seen, there is a first (left) stop 54 and a second (right) stop 55 on shaft 3. The two stops 54 and 55 are used to limit the axial travel of pressure element 4 relative to shaft 3.
[0092] exist Figure 23 and 24 The advantage of the embodiment shown with two stacked friction pairs is that the available torque is increased and the disengagement under overload is better adjustable. This compensates for the reduction in axial clamping force due to frictional losses, which would occur in a single stack.
[0093] Figure 25 and 26 Another embodiment of a clutch 59 with two stacked friction pairs is shown. Figure 25 The clutch 59 is shown in the closed state. Figure 26 The clutch 59 is shown to be open. Further description of components identical to those in the preceding embodiments is omitted here.
[0094] Unlike the previous embodiment, the actuator moves the actuating element 56, which rotates together with the second shaft 9. The actuating element 56 drives the rack 57, which in turn rotates together with the first shaft 3. The actuating element 56 passes through an opening 58 in the housing 49, which is connected to the second shaft 9. When the actuating element 56 is operated by an actuator, such as a shift sleeve, the actuating element 56 moves axially and moves the rack 57 and the pressure member 15, which engages with the gear 14, until reaching the desired position. Figure 26 The position shown. Therefore, pressure element 4 is in... Figure 26 Moving the rack 57 to the right in the view causes the friction pairs to separate and the clutch to disengage. The rack 57 can also be implemented, for example, as a sleeve with teeth on its inner side. The advantage of this variant is that it eliminates the costly implementation of connecting the components to the actuating element 56 via friction elements. Furthermore, it makes better use of available structural space and simplifies manufacturing.
[0095] List of reference numerals
[0096] 1 Clutch
[0097] 2 motors
[0098] 3 First Axis
[0099] 4 pressure elements
[0100] 5-track
[0101] 6-axis plane
[0102] 7 friction elements
[0103] 8 housings
[0104] 9 Second Axis
[0105] 10 friction elements
[0106] 11 actuators
[0107] 12 sliding parts
[0108] 13 racks
[0109] 14 gears
[0110] 15 pressure components
[0111] 16 helical compression spring
[0112] 17 sides
[0113] 18-clutch
[0114] 19 Sliding Hinges
[0115] 20 cranks
[0116] 21 Guide
[0117] 22 Clutch
[0118] 23 First coupling rod
[0119] 24 Second coupling rod
[0120] 25 rotation points
[0121] 26 Clutch
[0122] 27 Pressure Components
[0123] 28-track
[0124] 29 Stop parts
[0125] 30 stop piece
[0126] 31 gears
[0127] 32 retainers
[0128] 33 axial plane
[0129] 34 sphere
[0130] 35 guides
[0131] 36 cylinders
[0132] 37 end
[0133] 38 rollers
[0134] 39 axial plane
[0135] 40 friction elements
[0136] 41 Friction Liner
[0137] 42 Friction Liner
[0138] 43 Friction Elements
[0139] 44 friction elements
[0140] 45 friction element
[0141] 46 Clutch
[0142] 47 Friction Elements
[0143] 48 clutch
[0144] 49 housing
[0145] 50 shift fork
[0146] 51 Slider
[0147] 52 friction elements
[0148] 53 retainer
[0149] 54 stop parts
[0150] 55 stop piece
[0151] 56 control elements
[0152] 57 rack
[0153] 58 opening
[0154] 59 Clutch
Claims
1. Clutches (1, 18, 22, 26, 46, 48, 59) for selectively connecting a first shaft (3) and a second shaft (9), wherein, The clutch (1, 18, 22, 26, 46, 48, 59) is configured to remain in a closed or open state without the application of external force, establishing a force-locked connection between the two shafts (3, 9) in the closed state, and separating the two shafts (3, 9) from each other in the open state. The clutch (1, 18, 22, 26, 46, 48, 59) can be switched from a closed state to an open state and vice versa by means of an actuator (11). The clutch (1, 18, 22, 26, 46, 48, 59) has a pressure element (15) that can move along a raceway (5) by means of the actuator (11) and apply force to a pressure element (4) that is non-rotatably connected to the first shaft (3) and is axially movable, such that the pressure element (4) is pressed against the second shaft in the closed state. The friction element (7) connected to the shaft (9) or spaced apart from the friction element (7) in the open state, the raceway (5) for the pressure element (15) is constructed such that the force applied by the pressure element (15) presses the pressure element (4) against the friction element (7) in the closed state, and in the open state, the force applied by the pressure element (15) changes direction and presses the pressure element (4) away from the friction element, thereby interrupting the force flow between the first shaft (3) and the second shaft (9), and by the shape of the raceway (5), self-holding is achieved not only in the closed state but also in the open state. The raceway (5) is constructed as a concave circular segment or a combination of multiple circular segments or a concave groove or a rectangular groove. There is a stop at each of the two ends of the raceway, and the pressure element is loaded by the force of a spring element, which ensures that a certain clamping force is always applied to the pressure element.
2. The clutch according to claim 1, wherein, The actuator (11) is configured to move a first transmission component coupled to a second transmission component such that by moving the first transmission component, the pressure element (15) can move along the raceway (5) via the second transmission component to switch the clutches (1, 18, 22, 26, 46, 48, 59) from a closed state to an open state, and vice versa.
3. The clutch according to claim 2, wherein, The first transmission device component is constructed as a rack (13), and the second transmission device component is constructed as a gear (14) or a gear segment.
4. The clutch according to claim 2, wherein, The first transmission component is constructed as a sliding hinge (19), and the second transmission component is constructed as a crank (20).
5. The clutch according to claim 2, wherein, The first transmission component and the second transmission component are constructed as components of a coupled transmission device.
6. The clutch according to any one of claims 2 to 5, wherein, The spring element is arranged between the second transmission component and the pressure element (15) and presses the pressure element (4) against the component connected to the second shaft (9) when the clutch is closed.
7. The clutch according to any one of claims 1 to 5, wherein, The pressure component (15) is constructed as a sphere, a roller, a cylinder having a spherical end, a toroidal surface, a toroidal section, a hollow cylindrical section, or a cylindrical section.
8. The clutch according to any one of claims 1 to 5, wherein, It has multiple friction surfaces.
9. The clutch according to claim 8, wherein, There may be two, three, or four friction surfaces, or four, six, or eight friction surfaces in the case of a two-sided arrangement.
10. The clutch according to claim 8, wherein, The friction surface is constructed as a disc, ring, or cone.
11. The clutch according to any one of claims 1 to 5, wherein, The clutch has at least one air spring for creating an air gap in the open state.
12. The clutch according to any one of claims 1 to 5, wherein, There are multiple pressure elements (15) arranged in a peripheral manner, which can move along the raceway (5) by means of the actuator (11) and load pressure elements (4) that are not rotatably connected to the first shaft (3).
13. An arrangement system comprising a first shaft (3) and a second shaft (9) and a clutch (1, 18, 22, 26, 46, 48, 59) disposed between the first shaft and the second shaft according to any one of claims 1 to 12.
14. A vehicle comprising at least one electric motor (2) and / or an internal combustion engine and a clutch (1, 18, 22, 26, 46, 48, 59) according to any one of claims 1 to 12, wherein the electric motor is capable of operating as a motor or as a generator.
15. The vehicle according to claim 14, wherein, The vehicle is an electric vehicle or a hybrid vehicle.