Clutch device for electric or hybrid vehicle

Abstract

The invention relates to a clutch arrangement (1) for an electric or hybrid vehicle, having an input (2) for connection to a motor and for receiving an input torque, an output (3) for connection to at least one vehicle wheel and for outputting a torque, a first clutch device (4) for coupling the input to the motor, and a second clutch device (5) for coupling the output to the motor, the invention relates to a power transmission device (1) comprising an input (2) and an output (3), a first clutch device (5) for disengaging and for generating a first force transmission path from the input (2) to the output (3), a second clutch device (5) for disengaging and for generating a second force transmission path from the input (2) to the output (3), a shifting device (6), the first clutch device (4) is designed and designed to convert an incoming tangential force generated by an input torque introduced at the input (2) into an outgoing tangential force and to convert the outgoing tangential force into an axial force; in order to pre-position the second clutch device (5) for producing the second force transmission path.

Description

Technical Field

[0001] This invention relates to a clutch device for electric or hybrid vehicles. Background Technology

[0002] In some driving situations of electric and hybrid vehicles, it is necessary to disconnect one or more vehicle wheels from the drivetrain. Many solutions exist in the prior art for this purpose. However, these solutions are slow and lack the shifting speed required for engaging or disengaging. Summary of the Invention

[0003] Therefore, the object of the present invention is to provide a clutch device for electric vehicles or hybrid vehicles that overcomes the above-mentioned disadvantages.

[0004] This objective is achieved through the features of the independent claim. Other advantageous improvements are the subject of the dependent claims.

[0005] The present invention includes a clutch device for electric vehicles or hybrid vehicles.

[0006] The clutch device has an input end for connecting to a motor and / or for receiving input torque.

[0007] In addition, the clutch device includes an output end for connecting to at least one vehicle wheel or vehicle axle and for outputting torque.

[0008] The output terminal or a portion thereof, such as a hub, can be designed to move axially, such that axial forces cause axial displacement of the output terminal or a portion thereof. The output terminal or a portion thereof can be displaced axially or in the opposite direction. The output terminal or a portion thereof can also be subjected to a spring force for resetting in the opposite or axial direction. This spring force can be generated by a spring, for example, designed as a disc spring.

[0009] The axial direction can be oriented in the direction of the rotation axis of the clutch device.

[0010] Furthermore, the clutch device has a first clutch assembly for disengaging and generating a first force transmission path from the input end to the output end. Therefore, the first clutch assembly can be constructed and designed to generate and disengage force transmission via the first force transmission path.

[0011] Furthermore, the clutch device includes a second clutch assembly for disengaging and creating a second force transmission path from the input end to the output end. In other words, the second clutch assembly can be constructed and designed to generate or disengage force transmission via the second force transmission path. The second clutch assembly can also be constructed and designed to transmit the input tangential force generated by the input torque introduced at the input end, for example, "only" as an output tangential force or torque, to the output end.

[0012] Therefore, the first and second clutch devices can be constructed and designed to transmit the tangential force or input torque received at the input end to the output end.

[0013] Furthermore, the clutch device includes a shifting mechanism for selecting the force transmission path and / or for engaging and disengaging the first and second clutch devices or their force transmission paths. The shifting mechanism can be designed to be displaceable axially and / or counter-axially. The shifting mechanism can be designed as a hollow cylindrical component or have a ring gear. Additionally, the shifting mechanism can be designed as a sliding sleeve capable of reciprocating radially outward in the axial direction by means of an actuator.

[0014] The first clutch assembly is also constructed and designed to convert or transform the input tangential force generated by the input torque introduced at the input end into an output tangential and axial force, in order to preposition the second clutch assembly for generating the second force transmission path. This conversion / transformation is used to preposition the second clutch assembly so that it can be used for force transmission. This is because, for example, prepositioning makes it easy to shift the shifting device with minimal force to prepare for the second force transmission path. This preparation means that the second force transmission path is ready to transmit torque.

[0015] Furthermore, pre-positioning can be used to align the teeth of the gears in the second clutch device with the teeth of the shifting device, for example, the teeth on the inner side or inner cylindrical surface. During alignment, the teeth of the second clutch device and the shifting device can be positioned relative to each other, allowing axial displacement of the shifting device to be achieved with minimal force. This allows the teeth of the shifting device to engage with the teeth of the second clutch device. In this case, the tooth surfaces of the shifting device and the second clutch device may not yet be touching or in contact with each other.

[0016] Furthermore, the first clutch assembly can be constructed and designed such that axial forces cause relative rotation between the input and output ends, or between the second clutch assembly and the shifting mechanism, thereby eliminating any backlash between the second clutch assembly and the shifting mechanism. In other words, the first clutch assembly can be constructed and designed such that axial forces cause relative rotation between the input and output ends, or between the second clutch assembly and the shifting mechanism, thereby eliminating any backlash between the teeth of the gears in the second clutch assembly and the teeth of the shifting mechanism, such as the teeth on the inner side or inner cylindrical surface. By eliminating backlash, a portion of the transmitted tangential force can be redistributed from the first clutch assembly to the second clutch assembly, thus protecting the first clutch assembly from overload. Furthermore, by eliminating backlash, a large portion of the transmitted tangential force or input torque from the input end can also be redistributed to the second clutch assembly, thereby also protecting the first clutch assembly from overload or significantly mitigating overload. In most cases, this can represent a proportion greater than 50% of the total transmitted torque or input torque.

[0017] Furthermore, the second clutch mechanism and the shifting mechanism may each include teeth, which are designed to have a circumferential clearance relative to each other. This allows the teeth of the shifting mechanism to engage with the teeth of the second clutch mechanism with only a small axial shifting force applied to the shifting mechanism. In this case, the tooth surfaces of the shifting mechanism and the second clutch mechanism may not yet be touching or in contact with each other.

[0018] Using the first clutch device and the second clutch device, the clutch device can achieve a first state, a second state and a third state.

[0019] In the first state, the input torque can be transmitted from the input end to the output end, wherein the first force transmission path can be realized using the first clutch device.

[0020] Furthermore, in the first state, the shifting device can be switched or moved axially such that the first clutch device transmits force or torque from the input end to the output end and / or such that the clamping element of the first clutch device is aligned such that the clamping element can transmit force or torque / input torque from the input end to the output end.

[0021] More specifically, the first clutch device or its clamping element can be used to divide the input torque or tangential force acting in the tangential direction generated by the input torque introduced at the input end into a tangential force component and an axial force component, or into a transmitted tangential force and an axial force. This is because the clamping element of the first clutch device can be arranged obliquely or at an angle between the input end and the output end. Therefore, most of the input torque can be transmitted from the input end to the output end via the first clutch device.

[0022] In this specification, "tilt" can be understood as tilting relative to the axial direction of the clutch device and / or tilting relative to the tangential direction of the clutch device, such that, for example, the angle between the clamping element or web of the first clutch device and the tangential and / or axial direction is less than or below 90 degrees.

[0023] Furthermore, in the first state, the second clutch device is prepared or pre-positioned using the first clutch device, so that the shifting device can be moved in the axial direction with minimal force.

[0024] Because there is a clearance or gap fit between the input and output ends or between the second clutch device and the shifting device, the shifting device can be moved axially with a very small shifting force, so that the shifting device connects the input end to the output end through the second force transmission path.

[0025] Therefore, the first clutch device and the shifting device can be prepared or pre-positioned in the circumferential direction for connection via the shifting device.

[0026] In the second state, the input torque can be increased, remain the same, or be similar to that in the first state. Similar to the first state, the entire input torque can be transmitted from the input to the output via the first clutch device or its clamping element. Therefore, in the second state, just as in the first state, the first force transmission path can be achieved.

[0027] However, in the second state, the shifting device can be moved axially with minimal force, so that the second force transmission path is ready for force and / or torque transmission.

[0028] In other words, in the second state, the shifting device can be switched or moved axially such that the first clutch device transmits force from the input end to the output end and / or the clamping element of the first clutch device is aligned such that the clamping element can transmit force from the input end to the output end. Furthermore, in the second state, the shifting device can be switched or moved axially such that the second clutch device can also transmit force from the input end to the output end.

[0029] To allow the shifting device to move or displace with minimal force, in the second state, a clearance or clearance fit between the second clutch and the shifting device can be utilized. Because the first clutch can be constructed and designed such that axial force causes relative rotation between the input and output ends, or between the second clutch and the shifting device, a clearance or clearance fit between the teeth of the gears of the second clutch and the teeth of the shifting device, such as the teeth on the inner side or inner cylindrical surface, can be used to allow the shifting device to displace axially with a small force. Therefore, by utilizing the clearance between the input and output ends, the shifting device can move with minimal force from the actuator. In this case, the tooth surfaces of the shifting device and the second clutch may not yet be touching or in contact with each other.

[0030] Therefore, in addition to the first force transmission path, a second force transmission path can now be enabled to transmit tangential force or torque when the input torque is further increased.

[0031] In the third state, the input torque can be increased or further increased compared to the second state. In the third state, both the first force transmission path and the second force transmission path can be implemented.

[0032] In short, the further increased input torque can now be transmitted from the input to the output in part via the first clutch mechanism or its clamping element, and in part via the second clutch mechanism.

[0033] As already described, the input torque, or the resulting transmitted tangential force in the tangential direction, can be divided into axial force and tangential force components, or into output tangential force and axial force, by the clamping element of the first clutch device. This is because the clamping element of the first clutch device can be aligned obliquely or at an angle between the input and output ends.

[0034] Due to the increased input torque (or increased input tangential force) compared to the second state, the axial force component and the tangential force component (or the output tangential force and axial force) can also increase, and these forces are transmitted via the tilted or oblique clamping elements of the first clutch device.

[0035] When the output end or a portion thereof, such as the hub, can be displaced axially, an increase in input torque can lead to an increase in the axial force on the clamping element of the first clutch assembly, thereby causing axial displacement of the output end. Axial displacement of the output shaft can cause rotation or torsion of the clamping element of the first clutch assembly.

[0036] This shortens the distance between the ends of the clamping elements of the first clutch device in the circumferential or tangential direction. In other words, when viewed in the circumferential direction, the ends of the clamping elements move closer together as they rotate. In other words, the angle between the clamping elements of the first clutch device, or the web of the clamping elements of the first clutch device, and the tangential or circumferential direction is increased.

[0037] This circumferential shortening means that the input and output ends can rotate relative to each other. This eliminates any backlash or clearance between the input and output ends, or between the second clutch mechanism and the shift mechanism, such as in the gear teeth. Therefore, the input torque can be transmitted largely or at least partially via the second clutch mechanism in the circumferential or tangential direction. In this case, the tooth surfaces of the shift mechanism and the second clutch mechanism may touch or contact each other.

[0038] Furthermore, in the third state, the change in the rotational direction of the input torque can be transmitted from the input to the output via the second force transmission path. This means, for example, that reversing is also possible. In this case, the input torque can then be fully transmitted, not just partially. This also applies when torque is transmitted from the output to the input, for example, to facilitate energy recovery.

[0039] Furthermore, the first clutch mechanism can be designed as a combination of a freewheel and a claw clutch. The freewheel can be designed as a switchable freewheel. For example, a gear shifting device can be used to switch the freewheel.

[0040] The second clutch mechanism, for example, can be designed as a shift sleeve drive mechanism together with the gear shifting mechanism. This is a reliable, easy-to-manufacture, and therefore cost-effective way to implement the second clutch mechanism.

[0041] In addition, the first clutch device may have a hollow cylindrical body with multiple inclined surfaces as axial extensions, extensions, axial ends, or elongations in the axial direction, which may be arranged to be distributed or uniformly distributed in the circumferential direction.

[0042] Furthermore, the first clutch device can be designed to resemble a crown gear, but with ramps instead of teeth, and these ramps can be arranged to be distributed in the circumferential direction.

[0043] In addition, the inclined plane can bounce forward and spring back in the axial direction.

[0044] Inclined surfaces can also be designed and oriented such that they cause axial movement of the clamping elements of the first clutch device.

[0045] Furthermore, a first clutch assembly and / or a ramp may be formed at the axial end of the input terminal.

[0046] Furthermore, each ramp may have a stop in the circumferential direction at its first end. Additionally, each ramp may smoothly transition in the circumferential direction into the axial end of the first clutch device or input end at its second end.

[0047] It is also conceivable that each ramp may have an arcuate profile between its first and second ends, which protrudes toward the axial end of the first clutch device or input end.

[0048] The first clutch assembly may also include multiple clamping elements. Each clamping element may be flat and / or plate-shaped. Thus, the clamping elements are used to transmit force in the tangential and axial directions from the input end or from the inclined plane to the output end or the web of the first clutch assembly.

[0049] Furthermore, each clamping element can have a shape similar to a double-T-shaped carrier. Each clamping element may also include a web and two flanges, each of which can form one end of the clamping element. The web can be designed as a plate with a rectangular cross-section. Each flange can be designed as a laterally projecting protrusion at the end of the web.

[0050] Furthermore, the first clutch assembly may include a spring element for each clamping element, with one spring element arranged on each clamping element. The spring element may be attached to a first end of the clamping element and spaced apart from a second end of the clamping element to generate a spring force around the first end. Each spring element may have a spring tongue, which may be arranged at the second end of the clamping element of the first clutch assembly and may be designed to freely protrude toward the first end of the clamping element of the first clutch assembly. Additionally, the spring tongue may be supported against the web of the clamping element of the first clutch assembly to generate the spring force. The spring element may be attached to the clamping element of the first clutch assembly by means of a clamp.

[0051] Furthermore, each clamping element can be geometrically designed to insert into a recess in the web of the first clutch device, such that a spring element pushes the clamping element out of the recess, for example, protruding from the recess in the axial direction.

[0052] Furthermore, the first clutch assembly may have a web with recesses, the recesses being arranged, for example, axially to receive a clamping element of the first clutch assembly. The web may be shaped like a ring or a disc. Additionally, the recesses may be geometrically designed to accommodate the clamping element of the first clutch assembly, for example, such that a spring element of the clamping element pushes the clamping element out of the recess, for example, axially.

[0053] Furthermore, the web can connect the ring gear of the second clutch device to the hub at the output end. The web, ring gear, and hub can be formed as a single piece.

[0054] Furthermore, the first clutch assembly can be configured to include a spring and a retaining ring for tensioning the spring. The spring can be designed as a disc spring. Additionally, the spring can rest against the hub at the output end on one side and against the retaining ring on the other side, thereby tensioning the hub away from the retaining ring. The spring can limit the maximum torque that can be transmitted via the first clutch assembly. This is because the spring force can be overcome by tilting or twisting the clamping elements of the first clutch assembly, where tilting / twisting is caused by a range of input torque. This tilting / rotation causes a reduction in the distance between the ends of the clamping elements—whether viewed circumferentially or tangentially. In other words, when viewed circumferentially, the ends of the clamping elements move closer together as they rotate. This, in turn, can mean that the input and output ends can rotate relative to each other. This means that the second clutch assembly is activated. As the input torque decreases, the spring or disc spring causes the clamping elements of the first clutch assembly to rotate, such that when viewed circumferentially or tangentially—the distance between the ends of the clamping elements increases. Therefore, the second clutch assembly can be deactivated. Furthermore, the retaining ring can be arranged in a groove in the shaft at the output end. The retaining ring is used to support axial forces, such as those from springs or from the clamping elements of the first clutch mechanism.

[0055] In addition, the shifting device can be designed to be able to shift in the axial direction.

[0056] Alternatively, the shifting mechanism can include a control unit. The control unit can be designed to be movable along the axial direction.

[0057] In addition, the control unit may include two concentric annular elements or concentrically arranged annular elements, the two annular elements being designed and / or spaced apart from each other such that the clamping element of the first clutch device can rest against or rest on the inclined surface of the first clutch device and / or rest against the stop portion of the first clutch device.

[0058] Furthermore, the annular elements can be spaced apart such that the web of the clamping element of the first clutch device can contact the inclined surface of the first clutch device. Two annular elements can be used to press or compress the clamping element or a spring element arranged on the clamping element into the recess. This allows for the interruption / disconnection of force transmission from the input end to the output end or from the inclined surface of the first clutch device to the recess of the web of the first clutch device. Additionally, the annular elements can be connected to each other.

[0059] One of the annular elements may also have at least one lug projecting outward in a radial direction, such that the control unit can be shifted by means of the shifting device using at least one lug engaged in the shifting device.

[0060] The control unit can be designed as a single component. This makes manufacturing easier.

[0061] Furthermore, the shifting device can be designed as a hollow cylindrical component or have a ring gear. On the inner side of the ring gear or on the inner cylindrical surface, at least one lug's teeth and / or at least one stop portion can be formed for the ring element of the shifting device's control unit. Using at least one stop portion, the ring element of the shifting device's control unit can be displaced axially together with the ring gear. On the outer side, the shifting device can have a groove for an actuator.

[0062] Furthermore, the second clutch device may include and / or be designed as a gear. The gear may be arranged in a rotatably fixed position at the input end. Additionally, the gear may be arranged between the axial ends of the input end.

[0063] The second clutch mechanism may also have a ring gear. The ring gear may have teeth on its outer side, for example, for a shifting mechanism designed as a sliding sleeve.

[0064] Furthermore, the web of the first clutch assembly can connect the ring gear to the hub at the output end. The web, ring gear, and hub can be formed as a single piece.

[0065] Alternatively, the output end can include a shaft for transmitting torque to at least one vehicle wheel. The shaft can be arranged inside the hollow cylindrical input end, thus saving installation space.

[0066] Furthermore, the shaft can be designed such that the hub on the output end of the shaft can be arranged on the shaft in a manner that is fixed in rotation and capable of axial displacement. Therefore, the second clutch device can be activated, or force and / or torque can be transmitted via the second clutch device.

[0067] In addition, the shaft can be designed to form a shape-fitting shaft-hub connection.

[0068] The shaft can have a splined profile, a polygonal profile, a toothed profile, or a sawtooth profile, or additional drive elements, such as a slide key.

[0069] Additionally, the shaft may include a groove for a retaining ring to tension the spring.

[0070] In addition, the output end may include a hub.

[0071] The output end can be designed such that the hub on the shaft of the output end is arranged on the shaft in a manner that is fixed in rotation and can be axially displaced.

[0072] In addition, the hub can be designed to form a shape-fitting shaft-hub connection, wherein the hub can have a splined shaft profile, a polygonal profile, a toothed shaft profile or a sawtooth tooth or additional drive elements, such as a slide key.

[0073] In addition, the output end may include a spacer ring or spacer sleeve for properly positioning the hub on or around the shaft.

[0074] In addition, the input end may also be designed as a hollow cylindrical part or in the form of a hollow shaft, or have a hollow cylindrical part.

[0075] The input end can also be designed as a gear of the second clutch device and / or connected to the gear of the second clutch device and / or designed as a single piece.

[0076] Furthermore, the input end may be designed to have a ramp of the first clutch device and / or be connected to the ramp of the first clutch device, and / or be designed as a single piece.

[0077] A detailed description of how the clutch device works, including the features described above, can be found in the description of the accompanying drawings.

[0078] Finally, it should be noted that, in short, the present invention can be a clutch device (DCU – disc coupling unit) for electric or hybrid vehicles that combines a freewheel with a shift sleeve transmission.

[0079] This combination allows for the use of both the advantages of a freewheel, namely, very fast engagement, and the advantages of a shift sleeve drive, namely, very high torque capacity.

[0080] In addition, it should be mentioned that the circumferential or tangential direction can be specified by the input torque introduced at the input end. Attached Figure Description

[0081] The invention will now be explained in more detail using exemplary embodiments in conjunction with the accompanying drawings. In the schematic drawings: Figure 1 A side view of the clutch device is shown; Figure 2 It shows Figure 1 First spatial view and second spatial view of the clutch device in the image; Figure 3 It shows Figure 1 Exploded view of the clutch device in the diagram; Figure 4 It shows Figure 1Cross-sectional view of the clutch device in the diagram; Figure 5 It shows Figure 1 Another cross-sectional view of the clutch device, including an enlarged section; Figure 6 a) to Figure 6 c) shows various views of the clutch device in its first state; Figure 7 a) to Figure 7 c) shows various views of the clutch device in the second state; Figure 8 a) to Figure 8 c) shows various views of the clutch device in the third state; and Figure 9 A spatial view of the clamping element is shown. Detailed Implementation

[0082] In the following description, the same reference numerals are used for the same parts.

[0083] Figure 1 A side view of clutch device 1 is shown; Figure 2 It shows Figure 1 First spatial view and second spatial view of the clutch device in the image; and Figure 3 It shows Figure 1 An exploded view of the clutch mechanism.

[0084] For the sake of simplicity and brevity, let's describe them together below. Figures 1 to 3 .

[0085] The diagrams listed above illustrate a clutch device 1 for electric or hybrid vehicles.

[0086] The clutch device 1 has an input terminal 2 for connecting to a motor and for receiving input torque, and an output terminal 3 for connecting to a vehicle wheel and for outputting torque.

[0087] In addition, the clutch device 1 includes a first clutch assembly 4 for disengagement and for generating a first force transmission path from the input end 2 to the output end 3.

[0088] Clutch device 1 also has a second clutch device 5 for disengagement and for generating a second force transmission path from input end 2 to output end 3.

[0089] Therefore, the first clutch device 4 and the second clutch device 5 are constructed and designed to transmit the tangential force or input torque received at the input end 2 to the output end 3.

[0090] also, Figure 3A clutch device 1 is shown, for example, having a shifting mechanism 6 for selecting the force transmission path. The shifting mechanism 6 is designed to be displaceable in the axial direction. Furthermore, Figures 1 to 3 The shifting device 6 is shown to be designed as a hollow cylindrical part or having a ring gear 6A. The shifting device 6 is designed in the form of a sliding sleeve, which can be moved back and forth from the radially outer side along the axial direction A by means of an actuator (not shown).

[0091] The first clutch device 4 is constructed and designed to convert the input tangential force generated by the input torque introduced at the input end 2 into an output tangential force and axial force, in order to preposition the second clutch device 5 for generating the second force transmission path. Therefore, this conversion / transformation is used to preposition the second clutch device 5 so that it can be used for force transmission. This is because prepositioning makes it easy to shift the shifting device 6 with minimal force to prepare the second force transmission path. This preparation means that the second force transmission path is ready to transmit torque.

[0092] Furthermore, pre-positioning can be used to align the teeth of the gear 5A of the second clutch device 5 with the teeth of the shifting device 6, for example, the teeth on the inner side or inner cylindrical surface. During alignment, the teeth of the second clutch device 5 and the shifting device 6 can be positioned relative to each other, allowing axial displacement of the shifting device 6 to be achieved with minimal force. This allows the teeth of the shifting device 6 to engage in the teeth 5A of the second clutch device 5. In this case, the tooth surfaces of the shifting device 6 and the second clutch device 5 may not yet be touching or in contact with each other.

[0093] Furthermore, the first clutch device 4 is further constructed and designed such that axial force causes relative rotation between the input end 2 and the output end 3 or between the second clutch device 5 and the shifting device 6, thereby eliminating any play between the second clutch device 5 and the shifting device 6.

[0094] In other words, the first clutch device 4 is further constructed and designed such that axial forces cause relative rotation between the input end 2 and the output end 3, or between the second clutch device 5 and the shifting device 6, thereby eliminating any backlash between the teeth of the gear 5A of the second clutch device 5 and the teeth of the shifting device 6, such as the teeth on the inner side or inner cylindrical surface. By eliminating backlash, a portion of the transmitted tangential force can be redistributed from the first clutch device 4 to the second clutch device 5, thereby protecting the first clutch device 4 from overload. Furthermore, by eliminating backlash, most of the tangential force or most of the input torque transmitted from the input end 2 can also be redistributed to the second clutch device 5, thereby also protecting the first clutch device 4 from overload or allowing it to be completely unloaded.

[0095] As already mentioned, the second clutch device 5 and the shifting device 6 each have teeth that are designed relative to each other such that they have a gap in the circumferential direction U. This allows the teeth of the shifting device 6 to engage with the teeth 5A of the second clutch device 5 with a smaller axial shifting force applied to the shifting device 6.

[0096] Using the first clutch device 4 and the second clutch device 5, the clutch device 1 can achieve a first state, a second state, and a third state. More details are below.

[0097] In short, the first clutch assembly 4 is designed as a combination of a freewheel and a claw clutch, while the second clutch assembly 5, together with the shifting device 6, is designed as a shifting sleeve transmission. The exact operating principles of the two clutch assemblies 4 and 5 and the clutch device 1 will be explained in more detail below.

[0098] Figure 4 and Figure 5 For further explanation. Figure 4 It shows Figure 1 A cross-sectional view of clutch device 1 in the diagram, and Figure 5 It shows Figure 1 Another cross-sectional view of the clutch device 1, including an enlarged section.

[0099] Figure 3 and Figure 4 The first clutch device 4 is shown to have a hollow cylindrical member 10 with a plurality of inclined surfaces 16 as axial extensions, which are arranged in a circumferential direction U.

[0100] In other words, the first clutch device 4 is designed to resemble a crown gear, but instead of teeth, the first clutch device 4 has ramps 16 arranged in a circumferential direction U. The ramps 16 reciprocate back and forth in the axial direction A and are formed at one axial end of the input shaft 2.

[0101] The inclined planes 16 are designed and oriented such that they cause the clamping element 18 of the first clutch device 4 to move in the axial direction A.

[0102] Each inclined plane 16 has a stop 17 at its first end along the circumferential direction U—see Figure 5 — and smoothly merges into the axial end of the first clutch device 4 or the input end 2 in the circumferential direction U at its second end.

[0103] In addition, each inclined surface 16 has an arcuate profile between its first end and second end, which protrudes toward the axial end of the first clutch device 4 or input end 2.

[0104] also, Figure 3 and Figure 5The first clutch assembly 3, as indicated, includes a plurality of clamping elements 18, each of which is plate-shaped. The clamping elements 18 are used to transmit forces from the input end 2 or from the inclined plane 16 to the output end 3 or the web plate 19 of the first clutch assembly 4 in the tangential direction T and the axial direction A.

[0105] According to the spatial view shown, clamping element 18 Figure 9 Each clamping element 18 has a shape similar to a double T-shaped carrier and includes a web 19 and two flanges 20, each flange forming one end of the clamping element 18. The web 19 is designed as a plate with a rectangular cross-section, wherein each flange 20 is designed as a laterally projecting protrusion at the end of the web 19.

[0106] according to Figure 3 and Figure 9 The first clutch device 4 has a spring element 21 for each clamping element 18, wherein the spring element 21 is arranged on each clamping element 18.

[0107] More specifically, spring element 21 may be attached to a first end 29 of clamping element 18 and spaced apart from a second end 30 of clamping element 18 to generate a spring force around the first end 29. Each spring element 21 has a spring tongue arranged at the second end 20 of clamping element 18 and designed to protrude freely toward the first end 29 of clamping element 18—see Figure 9 Furthermore, the spring tongue rests against the web 19 of the clamping element 18 to generate spring force. The spring element 21 is further attached to the clamping element 18 via a clamp.

[0108] Furthermore, each clamping element 18 is geometrically designed to insert into a recess 28 in the web 19 of the first clutch device 4, such that the spring element 21 pushes the clamping element out of the recess 28, for example, in the axial direction A, as can be, for example, in Figure 5 I saw it in the middle.

[0109] Furthermore, the first clutch device 4 has a web 13 with a recess 28 extending along the axial direction A for receiving the clamping element 18, wherein the web 13 is designed in an annular shape—see Figure 3 , Figure 4 and Figure 5 The recesses 28 are geometrically designed to each receive a clamping element 18 such that the spring element 21 of the clamping element 18 pushes the clamping element out of the recess 28, for example, out of the recess in the axial direction A.

[0110] The web plate 13 connects the ring gear 14 of the second clutch device 5 to the hub 11 of the output section 3, wherein the web plate 13, the ring gear 14, and the hub 11 are formed as a single piece (see also...). Figure 4 and Figure 5 ).

[0111] also, Figures 1 to 5 As shown, the first clutch assembly 4 includes a spring 26 and a retaining ring 27 for tensioning the spring 26. The spring 26 is designed as a disc spring, resting on one side against the hub 11 of the output end 3 and on the other side against the retaining ring 27. Thus, the spring 26, or disc spring 26, tensions the hub 11 in a direction away from the retaining ring 27. The retaining ring 27 is arranged in a groove 9 of the shaft 7 of the output end 3.

[0112] also, Figures 3 to 5 As shown, the shifting device 6 includes a control unit 22, which is designed to be able to shift in the axial direction A.

[0113] The control unit 22 includes two concentric annular elements 23 and 24, which are designed and spaced apart from each other such that the clamping element 18 of the first clutch device 4 rests against or on the inclined surface 16, and also rests against the stop portion 17.

[0114] In other words, the annular elements 23 and 24 are spaced apart from each other such that the web 19 of the clamping element 18 of the first clutch device 4 can be contacted by the ramp 16 of the first clutch device 4. The two annular elements 23 and 24 are used to press or compress the clamping element 18 or the spring element 21 arranged on the clamping element into or into the recess 28. This allows the force transmission from the input end 2 to the output end 3 or from the ramp 16 to the recess 28 of the web 13 of the first clutch device 4 to be interrupted / disconnected.

[0115] Figure 3 As shown, the ring elements 23 and 24 are connected to each other. Furthermore, Figure 3 As shown, one of the annular elements 23 and 24 has three lugs 25 projecting outward in the radial direction R, so that the control unit 22 can be shifted using the shifting device 6 by means of the lugs 25—the lugs engaging in the shifting device 6. In this case, the control unit 22 is designed as a single piece.

[0116] according to Figure 3 The shifting device 6 has a ring gear 6A and is designed as a sliding sleeve, which can be moved back and forth from the radially outer side along the axial direction A by means of an actuator (not shown).

[0117] On the inner side or inner cylindrical surface of the ring gear 6A, three lugs 25 teeth and three stops (not shown) are formed for the ring element 24 of the control unit 22 of the shifting device 6. By means of the three stops, the ring elements 23 and 24 of the control unit 22 can be displaced along the axial direction A together with the ring gear 6A. On the outer side, the shifting device 6 has a groove for an actuator (not shown).

[0118] In addition, from Figures 1 to 5 It can be seen that the second clutch device 5 includes a gear 5A, which is fixed at the input end 2 in terms of rotation and is arranged between the axial ends of the input end 2.

[0119] In addition, the second clutch device 5 has a ring gear 14, which has teeth on its outer side, for example, for a shifting device 6 designed as a sliding sleeve.

[0120] As already explained, the web 13 connects the ring gear 14 to the hub 11 of the output end 3, wherein the web 13, the ring gear 14, and the hub 11 are formed as a single piece (see also...). Figure 4 and Figure 5 ).

[0121] observe Figures 1 to 3 As can be seen, input terminal 2 is designed as a hollow cylindrical part or in the form of a hollow shaft.

[0122] The input end 2 is formed with a gear 5A of the second clutch device 5 and an inclined surface 16 of the first clutch device 4.

[0123] On the other hand, the output end 3 has a shaft 7 for transmitting torque to the vehicle wheels. The shaft 7 is arranged inside the hollow cylindrical input end 2, thereby saving installation space.

[0124] Shaft 7 is designed such that hub 11, on shaft 7, is located at output end 3 and is arranged on shaft 7 in a manner that is fixed in rotation and can be axially displaced.

[0125] In addition, shaft 7 is designed to form a shape-fitting shaft-hub connection, wherein shaft 7 has a spline shaft profile 8.

[0126] In addition, according to Figure 3 The shaft 7 has a groove 9 for the retaining ring 27 for tensioning the spring 26.

[0127] like Figure 3 It can also be seen that the output end 3 has a hub 11. The output end 3 is designed such that the hub 11 on the shaft 7 is arranged on the shaft 7 in a manner that is fixed in rotation and can be axially displaced. For this purpose, the hub 11 is designed to form a form-fit shaft-hub connection, wherein the hub 11 has a spline shaft profile 12.

[0128] also, Figure 3 As shown, the output end 3 includes a spacer ring 15 or spacer sleeve 15 for properly positioning the hub assembly 10 on the shaft 7.

[0129] Figure 6 a) to Figure 6 c) shows a different view of the clutch device 1 in a first state.

[0130] In the first state, the input torque is transmitted from input terminal 2 to output terminal 3. The first force transmission path is realized in the first state.

[0131] according to Figure 6 a) and Figure 6 (b) The shifting device 6 or its ring gear 6A is fully arranged on or above the ring gear 14 of the second clutch device 5. In addition, the clamping element 18 is positioned by the spring force of its spring element 21, so that the clamping element 18 can transmit force from the input end 2 to the output end 3.

[0132] More specifically, the spring element 21 helps ensure that the clamping element 18 rests in the stop portion 17 of the inclined surface 16 with the second end 30 of the clamping element and in the recess 28 with the first end 29 of the clamping element, so that force or input torque can be transmitted from the hollow cylindrical body 10 through the clamping element 18 to the inclined surface 16, further to the hub 11, and finally to the shaft 7.

[0133] Then, the hub 11 transmits force or input torque to the splined shaft profile 8 of the shaft 7 via the splined shaft profile 12, and thus to the output end 3.

[0134] More specifically, the clamping element 18 is used to decompose the input torque or the tangential force acting in the tangential direction T generated by the input torque introduced from the input end 2 into tangential force components and axial force components, or into transmitted tangential force and axial force. This is because the clamping element 18 is arranged obliquely or at a certain angle between the input end 2 or the inclined surface 16 and the output end 3 or the hub 11, such as... Figure 6 (as shown in b).

[0135] In this specification, "tilt" can be understood as tilting towards the tangential direction T of the clutch device 1, such that, for example, the angle α between the clamping element 18 or its web 19 and the tangential direction T is less than 90 degrees—see also Figure 5 .

[0136] Figure 6(c) This shows that the teeth 5A of the first clutch device 4 and the teeth on the inner side or inner cylindrical surface of the shift device 6 are spaced apart from each other in the circumferential direction U. Therefore, the tooth surfaces of the shift device 6 and the second clutch device 5 do not contact each other. Thus, a gap exists between the teeth 5A of the first clutch device 4 and the teeth of the shift device 6 in the circumferential direction U. This clearance is such that the teeth 5A of the first clutch device 4 and the teeth of the shift device 6 are spaced apart from each other on two sides or two tooth surfaces. This may look different in reality, but for better understanding... Figure 6 This is shown in c). Therefore, no force or torque is transmitted between the teeth 5A and the teeth of the shifting device 6 in the circumferential direction U or the tangential direction T.

[0137] Therefore, the entire torque is transmitted from the input end 2 to the output end 3 via the clamping element 18.

[0138] However, in the first state, the second clutch device 5 is prepared or pre-positioned using the first clutch device 4, so that the shifting device 6 can be moved along the axial direction A with minimal force.

[0139] Due to the clearance between the input end 2 and the output end 3 or between the second clutch device 5 and the shifting device 6, the shifting device 6 can be shifted in the axial direction A with a very small shifting force, so that the shifting device 6 connects the input end 2 to the output end 3 via the second force transmission path.

[0140] Therefore, the teeth 5A of the first clutch device 4 and the teeth on the inner side / inner cylindrical surface of the shifting device 6 can be prepared or pre-positioned in the circumferential direction U so as to be connected via the shifting device 6.

[0141] Figure 7 a) to Figure 7 c) shows a different view of the clutch device 1 in a second state.

[0142] In the second state, the input torque is the same as or slightly increased compared to the first state. Similar to the first state, the entire input torque is transmitted from the input end 2 to the output end 3 via the first clutch device 4 or its clamping element 18. This means that in the second state, the first force transmission path is realized, just as in the first state.

[0143] However, in the second state, such as Figure 7 a) and Figure 7 As shown in b), the shifting device 6 can now be shifted along the axial direction A or along the direction of the gear 5A or along the direction of the tooth 5A, so as to prepare a second force transmission path for force and / or torque transmission.

[0144] In this configuration, the shifting device 6 is no longer fully positioned on the ring gear 14 of the second clutch assembly 5. Therefore, torque can now be transmitted from gear 5A or tooth 5A to the ring gear 14 of the second clutch assembly 5 via the shifting device 6.

[0145] In order to allow the shifting device 6 to move or shift with minimal force, in the second state, the clearance between the second clutch device 5 and the shifting device 6, or between the teeth of the second clutch device and the teeth of the shifting device, is utilized. Because the first clutch device 4 is designed and constructed such that axial force causes relative rotation between the input end 2 and the output end 3, or between the second clutch device 5 and the shifting device 6, the clearance between the teeth 5A of the gear 5A of the second clutch device 5 and the teeth of the shifting device 6 can be used to shift the shifting device 6 in the axial direction A with minimal force.

[0146] Therefore, by utilizing the clearance between the teeth of the second clutch device 5 and the teeth of the shifting device 6, the shifting device 6 can move with minimal force from the actuator.

[0147] Therefore, in addition to the first force transmission path, the second force transmission path can now also transmit tangential force or torque when the input torque is further increased.

[0148] Nevertheless, in the second state, the clamping element 18 continues to transmit tangential and axial forces from the inclined plane 16 to the web 13, and thus to the hub 11 and the shaft 7.

[0149] Figure 7 c) shows that the gear 5A of the second clutch device 5 and the internal teeth or teeth of the shifting device 6 are still spaced apart from each other in the circumferential direction U. Therefore, in the circumferential direction U, there is still play between the teeth 5A of the first clutch device 4 and the teeth of the shifting device 6. Therefore, the tooth surfaces of the shifting device 6 and the teeth of the second clutch device 5 are not yet in contact with each other. The play separates the teeth such that the teeth 5A of the first clutch device 4 and the teeth of the shifting device 6 are spaced apart from each other on two sides or on two tooth surfaces. This may look different in reality, but for better understanding, Figure 7 This is shown in c). Therefore, as already explained, no force or torque is transmitted between gear 5A and the teeth of shifting device 6 in the circumferential direction U or the tangential direction T.

[0150] Therefore, the entire torque is transmitted from the input end 2 to the output end 3 via the clamping element 18.

[0151] Figure 8 a) to Figure 8 c) shows a different view of the clutch device 1 in the third state.

[0152] Here, in the third state, the input torque is increased or further increased compared to the second state. The first force transmission path and the second force transmission path, or mainly the second force transmission path, are realized in the third state. In short, the input torque is now transmitted partly via the clamping element 18 and partly via the gear 5, the shifting device 6, and the ring gear 14 from the input end 2 to the output end 3.

[0153] according to Figure 8 a) and Figure 8 b), Shift device 6 and Figure 7 a) and Figure 7 b) Positioned similarly; that is, the shifting device 6 is displaced in the direction of the gear 5A of the second clutch device 5. In this way, force or input torque can be transmitted from the input end 2 to the gear 5A of the second clutch device 5, then to the shifting device 6, and further to the ring gear 14. The ring gear 14 can then transmit force or input torque to the hub 11, and thus to the shaft 7.

[0154] As already described, clamping element 18 decomposes the input torque or the generated input tangential force T into axial force components and tangential force components, or into output tangential force and axial force. This is because clamping element 18 is arranged obliquely between the input end 2 or inclined surface 16 and the output end 3 or web 13, as... Figure 8 (as shown in b).

[0155] As the input torque (or tangential force) increases compared to the second state, the axial force component and tangential force component (or output tangential force and axial force) transmitted via the clamping element 18 also increase.

[0156] The axial force component or axial force of all clamping elements 18 reaches a level higher than the spring force of disc spring 26, causing disc spring 26 to be compressed, such as... Figure 8 a) and Figure 8 As shown in b), the compression of the disc spring 26 is caused by the displacement of the hub 11, which may be achieved by the splined shaft profiles 8 and 12 of the shaft 7 and the hub 11.

[0157] As indicated, the displacement of hub 11 in the axial direction A is caused by the increase in input torque, which generates a force in the axial direction A on hub 11 due to the inclined arrangement of clamping element 18.

[0158] When hub 11 shifts along axial direction A, clamping element 18 rotates about axial direction A and tangential direction T. This shortens the distance between the ends 29, 30 of clamping element 18 in circumferential direction U. In other words, when viewed along circumferential direction U, the second end 30 of clamping element 18 resting against stop 17 and the first end 29 of clamping element 18 resting in recess 28 converge. This shortening causes input end 2 and output end 3, or the teeth of gear 5A and ring gear 14, and the teeth of shifting device 6, to rotate relative to each other. In other words, the angle α between clamping element 18 or its web 19 and tangential direction T increases—see also Figure 5 .

[0159] Figure 8 (c) This shows the gear 5A of the first clutch device 4 and the teeth of the shift device 6 in contact with each other in the circumferential direction U. Therefore, the tooth surfaces of the shift device 6 and the second clutch device 5 are in contact with each other. Thus, there is no longer any backlash between the gear 5A of the first clutch device 4 and the teeth of the shift device 6 in the circumferential direction U. Therefore, the input torque can be transmitted fully or partially along the circumferential direction U or the tangential direction T between the internal teeth of the gear 5 and the shift device 6.

[0160] Therefore, most of the input torque is transmitted from the input end 2 to the output end 3 via the gear 5A of the first clutch device 4 and the teeth of the shifting device 6, as well as via the clamping element 18. This protects the clamping element 18 and thus prevents the first clutch device 4 from overload.

[0161] If the input torque decreases, the above process can be performed in reverse order.

[0162] Furthermore, it should be mentioned that in the third state, changes in the circumferential direction U, the tangential direction T, or the direction of the input torque can be transmitted from the input end 2 to the output end 3 via the second force transmission path. Then, the input torque is transmitted entirely to the ring gear 14 via the gear 5A of the first clutch device 4 and the teeth of the shifting device 6. This means that, for example, reverse driving is also possible. This also applies when torque is transmitted from the output end 3 to the input end 2, for example, to achieve energy recovery.

[0163] List of reference numerals

Claims

1. A clutch device (1) for an electric vehicle or a hybrid vehicle, said clutch device having: - Input terminal (2), the input terminal is used to connect to the motor and to receive input torque, - Output terminal (3), the output terminal is used to connect to at least one vehicle wheel and is used to output torque, - A first clutch device (4), the first clutch device being used to disengage and to generate a first force transmission path from the input end (2) to the output end (3), - A second clutch device (5), the second clutch device being used to disengage and to generate a second force transmission path from the input end (2) to the output end (3), - Gear shifting device (6), the gear shifting device being used to select the force transmission path. - in, The first clutch device (4) is constructed and designed to convert the input tangential force generated by the input torque introduced at the input end (2) into the output tangential force and into the axial force, so as to pre-position the second clutch device (5) for generating the second force transmission path.

2. The clutch device according to claim 1, - Wherein, the first clutch device (4) is further constructed and designed such that the axial force causes relative rotation between the input end (2) and the output end (3) or between the second clutch device (5) and the shifting device (6), thereby eliminating any play between the second clutch device (5) and the shifting device (6); And / or - in, The second clutch device (5) and the shifting device (6) each include teeth that are designed relative to each other such that the teeth have a gap in the circumferential direction (U), thereby enabling the teeth of the shifting device (6) to engage with the teeth of the second clutch device (5) with a small axial shifting force applied only to the shifting device (6).

3. The clutch device according to claim 1 or 2, - in, The first clutch device (4) has a hollow cylindrical body (10) with a plurality of inclined surfaces (16) as axial extensions, the plurality of inclined surfaces being arranged to be distributed along the circumferential direction (U). And / or - The first clutch device (4) is designed to resemble a crown gear, but with ramps (16) instead of teeth, the ramps being arranged to be distributed along the circumferential direction (U).

4. The clutch device according to any one of the preceding claims, - in, The first clutch device (4) includes a plurality of clamping elements (18) for transmitting force from the input end (2) to the output end (3) in the tangential direction (T) and the axial direction (A). - Wherein, the first clutch device (4) includes a spring element (21) for each clamping element (18), and - Wherein, spring element (21) is arranged on each clamping element (18).

5. The clutch device according to any one of the preceding claims, - in, The first clutch device (4) has a web (13) having a recess (28) for receiving a clamping element (18) of the first clutch device (4), and - Wherein, the web (13) connects the ring gear (14) of the second clutch device (5) to the hub (11) of the output end (3).

6. The clutch device according to any one of the preceding claims, - in, The shifting device (6) is designed to be able to shift along the axial direction (A). - The shifting device (6) is designed as a hollow cylindrical part or has a ring gear (6A). And / or - The shifting device (6) is designed in the form of a sliding sleeve, which can be moved back and forth in the axial direction (A) by means of an actuator from the radially outer side.

7. The clutch device according to any one of the preceding claims, - The shifting device (6) includes a control unit (22). - in, The control unit (22) is designed to be able to shift along the axial direction (A), and - The control unit (22) includes two concentric annular elements (23, 24) designed and / or spaced apart from each other such that the clamping element (18) of the first clutch device (4) can rest against or rest on the inclined surface (16) of the first clutch device (4).

8. The clutch device according to any one of the preceding claims, - in, The second clutch device (5) includes a gear (5A). - Wherein, the gear (5A) is arranged at the input end (2) in a manner fixed in terms of rotation. - Wherein, the second clutch device (5) has a ring gear (14), and - Wherein, the web (13) of the first clutch device (4) connects the ring gear (14) to the hub (11) of the output end (3).

9. The clutch device according to any one of the preceding claims, - Wherein, the output end (3) includes a shaft (7) for transmitting torque to at least one vehicle wheel. - in, The output terminal (3) has a hub (11), and - The output end (3) is designed such that the hub (11) on the shaft (7) is arranged on the shaft (7) in a manner that is fixed in rotation and can be axially displaced.

10. The clutch device according to any one of the preceding claims, - in, The input end (2) is designed as a hollow cylindrical part or in the form of a hollow shaft, or has a hollow cylindrical part. - Wherein, the input end (2) is formed with the gear (5A) of the second clutch device (5), and - Wherein, the input end (2) is formed with the inclined surface (16) of the first clutch device (4).

Images