Clutch arrangement and drive train having clutch arrangement
By introducing reset and stop elements into the tooth clutch, changing its relative position and force transmission method, the problem of friction and wear of the tooth clutch in the transmission is solved, achieving lower friction and wear and higher Stability and efficiency.
Patent Information
- Application Number
- CN202420085788.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Priority Date
- 2023-01-12
- Filing Date
- 2024-01-12
- Publication Date
- 2024-12-20
- Estimated Expiration
- 2034-01-12
AI Technical Summary
Existing dental clutches are friction and wear in the transmission due to continuous application of force, which affects their service life and efficiency.
A reset element, such as a spring, is provided between the clutch element and the intermediate element, which loads the reset force by changing its relative position, reduces friction and wear, and distributes the force evenly through the stop element to reduce drag loss.
Effectively reduces friction and wear of the clutch, ensures that the shifting element can move without load, avoids jamming, and stabilizes in the final position, reducing towing losses and friction during shifting.
Smart Images
Figure CN222208947U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to a clutch facility, in particular to a tooth clutch. The clutch facility comprises a shifting element, a clutch element and an intermediate element.
[0002] The utility model also relates to a driving system with a clutch facility, wherein the clutch facility is arranged between a driving shaft and a driven shaft for transmitting force and torque.
[0003] Although applicable to clutches generally, the present invention is described with reference to a dog clutch. Background Art
[0004] Known clutches provide a connection between two shafts of a transmission. Dog clutches are used in particular in transmissions to enable switching into different gears. Here, a sleeve connected to a drive shaft is connected to another driven shaft in a form-fitting manner. The sleeve can be moved axially in order to connect to different shafts and / or hubs and thus achieve different gears. The sleeve is moved here by means of a spring.
[0005] The spring continuously applies force to the sleeve. This can cause friction and wear in the clutch. Utility Model Content
[0006] It is therefore an object of the present invention to provide a clutch arrangement and a drive train having a clutch arrangement in which the friction and wear of the clutch are reduced.
[0007] Another object of the present invention is to provide an alternative clutch arrangement and an alternative drive train.
[0008] In a clutch arrangement comprising a shifting element for shifting gears of a transmission, in particular a clutch element having teeth for establishing a connection, in particular a positive locking connection, between a drive shaft and a driven shaft of the transmission, and an intermediate element for transmitting the movement of the shifting element to the clutch element, the utility model solves the aforementioned object by arranging at least one restoring element, in particular a spring, between the intermediate element and the clutch element at an axial end of the clutch element, wherein the restoring element
[0009] a) when the clutch element is arranged in the first position relative to the intermediate element, a restoring force can be applied to the intermediate element,
[0010] as well as
[0011] b) when the clutch element is arranged in the second position relative to the intermediate element, a restoring force can be applied to the clutch element,
[0012] The first positioning and the second positioning are different from each other.
[0013] The invention also achieves the aforementioned object with a drive train having a drive shaft, a clutch arrangement according to the invention and at least one driven shaft, wherein the clutch arrangement is arranged between the drive shaft and the driven shaft for transmitting forces and torques.
[0014] The definition "wherein the clutch device is arranged between the drive shaft and the driven shaft for transmitting forces and torques" is to be understood in the broadest sense and preferably refers in the description to an arrangement in which the drive shaft and the driven shaft can be connected by means of the clutch device. In particular, the driven shaft can extend in the drive shaft and be connected to the drive shaft via the clutch device. The drive shaft and the driven shaft can thus be arranged nested in one another and be connected in a form-locking or friction-locking connection via the clutch device.
[0015] The force application of the reset element thus depends on the relative positioning of the clutch element and the intermediate element to one another. In particular, the first positioning corresponds to the positioning of the clutch element relative to the intermediate element at the end of the coupling process. In particular, the second positioning corresponds to the positioning of the clutch element relative to the intermediate element when the coupling process has already begun but has not yet ended. This state can exist, for example, when the intermediate element is already in the switched positioning but the clutch element is not yet engaged due to the tooth-to-tooth position.
[0016] One of the advantages achieved in this way is that the clutch element is decoupled from the shift element. Another advantage is that in the first positioning of the intermediate element relative to the clutch element, no force acts from the shift element to the clutch element, because the reset force acts on the intermediate element. As a result, the clutch element is unloaded, thereby reducing friction and wear. When the clutch element cannot follow the movement of the shift element and therefore the movement of the intermediate element, in other words, when it is blocked, for example due to the tooth-to-tooth position, the relative positioning of the clutch element relative to the intermediate element changes, so that the clutch element is in the second positioning. In this second positioning, the reset force acts on the clutch element. Once the blockage is eliminated, the reset force squeezes the clutch element into the first positioning relative to the intermediate element. Another advantage is that the shift element can move even if the movement of the clutch element is blocked. In addition, there is the advantage that the shift element can be placed in the desired final position, for example, in order to engage a specific gear, even if the clutch element cannot be engaged in this gear immediately.
[0017] This can be caused, for example, by a "tooth-on-tooth position" in the clutch. In this case, the clutch element may not be engaged in the corresponding shaft or hub in order to engage the gear, because the teeth of the clutch element rest on the teeth of the hub. In this case, a force is applied to the clutch element via the reset element, which engages the clutch element in the hub as soon as the tooth-on-tooth position is released. This makes it possible that the force does not have to be continuously applied to the shifting element until the shifting process is complete.
[0018] Further features, advantages and further embodiments are described below or are disclosed thereby.
[0019] According to an advantageous design of the utility model, at least one stop element, preferably two stop elements, are axially arranged between the clutch element and the intermediate element, in particular between the clutch element and the reset element. The force of the reset element can therefore be indirectly transmitted to the clutch element via the stop element. The stop element can be configured in particular as a stop disk. One advantage of this is that the reset element does not have to directly transmit the force to the clutch element in the final position, but can evenly distribute the applied force to the clutch element with the help of the stop element. Another advantage is that a rotational decoupling between the stop element and the clutch element is achieved, thereby reducing the drag loss during gear shifting.
[0020] According to an advantageous design of the utility model, the clutch element has a defined final position relative to the intermediate element, in particular a first position, and a reset force can be applied to the clutch element in the direction of the final position by means of a reset element. The final position can in particular correspond to the first position. An advantage of this is that the clutch element is pressed into the desired final position when the intermediate element is deflected, even if the movement of the clutch element is temporarily blocked.
[0021] According to an advantageous design of the utility model, when the clutch element is arranged in the final positioning, the clutch element is arranged to be free of force relative to the reset element. An advantage of this is that the clutch element is free of force after the shifting process is completed and thus reduces friction in the clutch and thus reduces wear.
[0022] According to a kind of advantageous design of the utility model, the reset element is configured as a disc spring, a spiral spring and / or a wave spring. An advantage to this is that a reset element can be provided in a simple manner, which enables the clutch element to be arranged in the final positioning in a non-forced manner.
[0023] According to an advantageous design of the present invention, stop elements and / or reset elements are arranged at the two axial ends of the clutch element, between the intermediate element and the clutch element. An advantage of this is that the clutch element is squeezed into a defined final position at each axial displacement.
[0024] According to an advantageous design of the present invention, at least two of the reset elements have different stiffnesses and / or at least two of the reset elements have different axial spacings from the clutch element. An advantage of this is that different shifting forces can be achieved.
[0025] According to an advantageous design of the present invention, the drive shaft and the clutch element are connected to each other in a form-locking and / or friction-locking manner and / or the clutch element and the intermediate element are connected to each other in a form-locking and / or friction-locking manner. An advantage of this is that the torque of the drive shaft can be transmitted to the clutch element and the intermediate element in a simple manner.
[0026] According to an advantageous design of the present invention, the intermediate element is arranged so that the intermediate element can move without actuating the reset element. The term "without actuating the reset element" means that a certain deflection of the intermediate element does not lead to actuation of the reset element, in particular the spring is not compressed or stretched. In this way, a tolerance play in the clutch is achieved so that the shift element can be moved without the intermediate element exerting a force on the clutch element. One advantage of this is that an unintentional shifting of the clutch is prevented when the shift element deflection is very small.
[0027] According to an advantageous design of the utility model, the stop element is arranged to be movable relative to the clutch element. The stop element is therefore not firmly connected to the clutch element, but is only loosely arranged between the clutch element and the reset element. An advantage of this is that the drag loss during gear shifting is reduced.
[0028] According to an advantageous embodiment of the invention, the first position corresponds to the position of the clutch element relative to the intermediate element at the end of the coupling process, and in particular, the second position corresponds to the position of the clutch element relative to the intermediate element at the beginning of the coupling process but not yet at the end. An advantage of this is that the clutch element can be decoupled from the intermediate element and thus from the shift fork in a simple manner.
[0029] Further important features and advantages of the invention are apparent from the drawings and the associated description of the figures with the aid of the drawings.
[0030] It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination but also in other combinations or alone, without departing from the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0031] Preferred embodiments and embodiments of the invention are shown in the drawings and are explained in more detail in the following description, wherein the same reference numerals relate to the same or similar or functionally identical components or elements.
[0032] Here:
[0033] Figure 1 A clutch device according to an embodiment of the present invention is shown in schematic form;
[0034] Figure 2 showing in schematic form the clutch arrangement in a tooth-to-tooth position; and
[0035] Figure 3 The clutch arrangement is shown in schematic form with an engaged gear. DETAILED DESCRIPTION
[0036] Figure 1 A clutch arrangement according to one embodiment of the present invention is shown in schematic form.
[0037] exist Figure 1 , a clutch device 1 is shown in a sectional view. The clutch device 1 comprises a drive shaft 2 and two driven shafts 3a, 3b and a clutch 4. The drive shaft 2 is designed as a hollow shaft in which the driven shafts 3a, 3b can rotate. Hubs 5a, 5b are arranged on the driven shafts 3a, 3b, respectively. The hubs 5a, 5b are firmly connected to the driven shafts 3a, 3b and respectively comprise teeth 6a, 6b.
[0038] The clutch element 7 in the form of a sleeve is arranged between the hubs 5a and 5b. The sleeve 7 is annular and has an inner toothing 8 on the radial inner side, which corresponds to the teeth 6a and 6b of the hubs 5a and 5b. An outer toothing 9 is also configured on the radial outer side of the sleeve 7. The sleeve 7 is connected to the drive shaft 2 in a form-locking manner in the radial direction through the inner toothing 8, but is movable in the axial direction. Because the inner toothing 8 corresponds to the teeth 6a and 6b, the sleeve 7 can slide onto one of the two hubs 5a and 5b. The axial movement of the sleeve 7 is limited by the end stops 11a and 11b. Therefore, the sleeve 7 is permanently connected to the drive shaft 2, but can be connected to one of the two hubs 5a and 5b in a form-locking manner through the axial movement of the sleeve 7. When the sleeve 7 is connected to one of the two hubs 5a and 5b, the rotation of the drive shaft 2 is transmitted to the respective driven shafts 3a and 3b. This can be connected to another shaft via a gear of different size, so that the desired gear can be selected by selecting the form fit.
[0039] With the help of Figure 1The clutch device 1 shown in FIG. 1 can realize three different gears. When the sleeve 7 is connected to one of the hubs 5a, the first gear is realized; when the sleeve 7 is connected to the other hub 5b, the second gear is realized; when the sleeve 7 is not connected to the hub, idling is realized. This idling is Figure 1 . It is also conceivable that the clutch device 2 can be arranged in a planetary gear mechanism. In this case, the drive shaft 2 is connected to the sun gear, the planetary gear or the outer ring and the driven shafts 3a, 3b are connected to two other objects respectively. Therefore, the gear of the planetary gear mechanism can be changed by changing this connection with the help of the sliding sleeve 7. In this case, the sliding sleeve 7 does not directly connect the drive shaft 2 to the driven shaft 3a, 3b, but only changes the connection in the planetary gear mechanism, thereby indirectly driving the driven shaft 3a, 3b.
[0040] Here, the sleeve 7 is in the final position relative to the intermediate element 10, here in the form of a switching ring, here in the center of the switching ring 10. This position corresponds to the first position of the clutch element, i.e. the sleeve 7, relative to the intermediate element, i.e. the switching ring 10. The sleeve 7 is engaged in a form-locking manner with the switching ring 10 via the external toothing 9. Therefore, when the drive shaft 2 rotates, the switching ring 10 rotates just like the sleeve 7. However, an axial displacement of the switching ring 10 relative to the sleeve 7 is also possible.
[0041] The clutch 4 can be actuated by means of a shift element 12, which is in the form of a shift fork. Two sliding shoes 13a, 13b are arranged firmly on the shift fork 12. The sliding shoes 13a, 13b are in turn arranged on the shift ring 10. The sliding shoes 13a, 13b are not firmly connected to the shift ring 10, so that the shift ring 10 can rotate without the shift fork 12 moving. However, when the shift fork 12 moves axially, the shift ring 10 also moves axially.
[0042] When the shift fork 12 moves axially, the retaining rings 14a, 14b connected to the switching ring 10 in a form-locking manner move axially accordingly until they contact the reset elements 15a, 15b in the form of wave springs 15. The wave springs 15 are thereby compressed and exert a force on the optional stop elements 16a, 16b in the form of stop disks 16a, 16b, which in turn exert a force on the sliding sleeve 7. The stop disks 16a, 16b distribute the force applied to the sliding sleeve 7 to a larger surface to reduce wear. Here, the arrangement of the stop disks 16a, 16b is optional. Because two wave springs 15a, 15b are arranged, the sliding sleeve 7 is always pressed in the direction of its final positioning when it is axially deflected in two directions. The wave springs 15a, 15b can have different stiffnesses, so that different shifting forces are required.
[0043] The applied force causes the sleeve 7 to move axially. However, since the hubs 5a, 5b each have teeth 6a, 6b and the sleeve 7 also has an internal toothing 8, a "tooth-on-tooth position" can occur. This means that an axial movement of the sleeve 7 is blocked because the teeth of the internal toothing 8 hit one of the teeth 6a, 6b. Therefore, the sleeve 7, which can be rotated by the drive shaft 2, must be moved to such an extent that the tooth-on-tooth position is released. This tooth-on-tooth position is Figure 2 Shown in.
[0044] Figure 2 The clutch arrangement is shown in a tooth-to-tooth position.
[0045] exist Figure 2 It is shown in Figure 1 Clutch facility 1. With according to Figure 1 The clutch device 1 is different in that, in accordance with Figure 2 In the clutch device 1, the shift fork 12 is in an offset position. This positioning corresponds to the second positioning of the clutch element, i.e. the sleeve 7, relative to the intermediate element, i.e. the switching ring 10. The retaining ring 14a compresses the wave spring 15a accordingly, so that the wave spring applies a restoring force to the stop plate 16a. The stop plate 16a is pressed onto the sleeve 7, so that the sleeve is pushed onto the hub 5b through the tooth 6b as far as the end stop 11b. However, the internal toothing 8 hits the tooth 6b, so that the sleeve 7 cannot move further axially. The sleeve 7 is therefore displaced axially relative to the switching ring 10, which means that the sleeve 7 does not move as in Figure 1 As shown in the figure, the sliding sleeve 7 is arranged in the center of the switching ring 10, but is offset. Since the sliding sleeve 7 is not in the final position relative to the switching ring 10, that is, in particular in the first position, the restoring force of the wave spring 15a acts, and the restoring force presses the sliding sleeve 7 in the direction of the final position. The force flow of the wave spring 15a therefore acts indirectly on the sliding sleeve 7.
[0046] The shift fork 12 is already in the final position corresponding to the shifting of the clutch into the first gear. The wave spring 15b ensures that the sleeve 7 is pressed against the hub 5b as soon as the tooth-on-tooth position is released and the sleeve 7 can be pushed axially in the direction of the end stop 11b. In this way, it is achieved that the shift fork 12 can be moved into the final position even if the axial movement of the sleeve 7 is blocked due to the tooth-on-tooth position, that is, the sleeve 7 is blocked. After the jam is released, the sleeve 7 is pushed onto the hub 5b by the restoring force of the wave spring 15b, thereby establishing a positive connection between the drive shaft 2 and the driven shaft 3b. This state is in the following Figure 3 Shown in.
[0047] Figure 3 The clutch arrangement is shown with an engaged gear.
[0048] exist Figure 3 It is shown in Figure 1 Clutch facilities. Figure 1 The clutch facilities are different in that, according to Figure 3 In the clutch device 1, the sliding sleeve 7 is engaged with the teeth 6b of the hub 5b of the drive shaft 2 and the driven shaft 3b in a form-locking manner. Therefore, the torque is transmitted to the driven shaft 3b via the rotation of the drive shaft 2.
[0049] According to Figure 1 The sliding sleeve 7 is different in that, according to Figure 3 The sliding sleeve 7 is offset. Figure 3 The sliding sleeve 7 is relative to the Figure 3 The relative positioning of the switching ring 10 is based on Figure 1 The sliding sleeve 7 is relative to the Figure 1 The relative positioning of the switching ring 10 is the same. This means that according to Figure 3 The sleeve 7 is also oriented centrally relative to the switching ring 10. Therefore, the sleeve 7 is in the final positioning. This positioning also corresponds in particular to the first positioning of the clutch element (i.e. the sleeve 7) relative to the intermediate element (i.e. the switching ring 10). Figure 3 The positioning of the sleeve 7 relative to the clutch device 1 is different from that according to Figure 1 The positioning of the sliding sleeve 7 is the same as that of the switching ring 10, so that Figure 1 In and Figure 3 The middle sliding sleeve 7 is in the first position relative to the switching ring 10. Figure 3 The wave springs 15a, 15b are not compressed and no restoring force acts on the sliding sleeve 7. Therefore, the force flow does not act on the sliding sleeve 7, but acts indirectly on the intermediate element 10.
[0050] The wave spring 15b is not connected to the stop plate 16b. This results in a tolerance play 17 between the stop plate 16b and the wave spring 15b. As a result, the shift fork 12 and, accordingly, the switching ring 10 can be axially deflected by this tolerance play 17 without any force being applied to the sliding sleeve 7. As a result, the shift fork 12 and the switching ring 10 can move without actuating the reset element. Therefore, even when the gear is engaged, the sliding sleeve 7 is in a state without load. This reduces wear.
[0051] Due to the axial movement of the sliding fork 12 toward the center axis 18 of the clutch 4, the sliding sleeve can move back, thereby achieving the following Figure 1 Idle as shown.
[0052] In summary, at least one embodiment of the embodiments of the present invention has at least one of the following advantages and / or at least one of the following features:
[0053] - due to slight wear of the stop disc,
[0054] - the shift fork can still be actuated despite the tooth-to-tooth position,
[0055] - the sliding sleeve has a defined orientation relative to the switching ring,
[0056] - the final positioning of the sleeve depends on the geometry and not on the spring,
[0057] - The sleeve is not stressed in the final positioning.
[0058] - Tolerance play of the switching ring,
[0059] -Simple structural design.
[0060] Although the invention has been described with reference to preferred exemplary embodiments, the invention is not restricted thereto but can be modified in many different ways.
[0061] Reference numerals list
[0062] 1 Clutch facilities
[0063] 2 Drive shaft
[0064] 3a, 3b Driven shaft
[0065] 4 Clutch
[0066] 5a, 5b Hub
[0067] 6a, 6b Hub teeth
[0068] 7 Slide
[0069] 8 Internal teeth of the sleeve
[0070] 9 External toothing of the sleeve
[0071] 10 Switching ring
[0072] 11a, 11b End stops
[0073] 12 Shift fork
[0074] 13a, 13b Sliding boots
[0075] 14a, 14b Snap ring
[0076] 15a, 15b Wave spring
[0077] 16a, 16b Stop plate
[0078] 17 Tolerance clearance
[0079] 18 Clutch centerline
Claims
1. A clutch facility (1), comprising: A shift element (12), the shift element being used to switch the gear position of the transmission, a clutch element (7) for establishing a connection between a drive shaft (2) and a driven shaft (3a, 3b) of the transmission, and an intermediate element (10) for transmitting the movement of the shift element (12) to the clutch element (7), It is characterized in that At an axial end of the clutch element (7), at least one reset element (15a, 15b) is arranged between the intermediate element (10) and the clutch element (7), wherein, by means of the reset element (15a, 15b), when the clutch element (7) is arranged in a first position relative to the intermediate element (10), a reset force can be applied to the intermediate element (10), and when the clutch element (7) is arranged in a second position relative to the intermediate element (10), a reset force can be applied to the clutch element (7), wherein the first position and the second position are different from each other.
2. The clutch device (1) according to claim 1, characterized in that The clutch device (1) is a dog clutch.
3. The clutch device (1) according to claim 1, characterized in that The clutch element (7) has teeth.
4. The clutch device (1) according to claim 1, characterized in that The connection between the drive shaft (2) and the output shaft (3a, 3b) of the transmission is a positive connection.
5. The clutch device (1) according to claim 1, characterized in that The restoring elements (15a, 15b) are springs.
6. The clutch device (1) according to claim 1, characterized in that At least one stop element (16a, 16b) is arranged axially between the clutch element (7) and the intermediate element (10).
7. The clutch device (1) according to claim 1, characterized in that At least one stop element (16a, 16b) is arranged axially between the clutch element (7) and the restoring element (15a, 15b).
8. The clutch device (1) according to claim 1, characterized in that Two stop elements (16a, 16b) are arranged axially between the clutch element (7) and the intermediate element (10).
9. The clutch device (1) according to claim 1, characterized in that Two stop elements (16a, 16b) are arranged axially between the clutch element (7) and the restoring elements (15a, 15b).
10. The clutch device (1) according to claim 6, characterized in that The clutch element (7) has a defined final position relative to the intermediate element (10), and a restoring force can be applied to the clutch element (7) in the direction of the final position by means of the restoring elements (15a, 15b).
11. The clutch device (1) according to claim 10, characterized in that The defined final position is the first position.
12. The clutch device (1) according to claim 10 or 11, characterized in that When the clutch element (7) is arranged in the final position, the clutch element (7) is arranged to be free of forces relative to the restoring elements (15a, 15b).
13. The clutch device (1) according to any one of claims 6 to 11, characterized in that The restoring element (15a, 15b) is designed as a disc spring, a helical spring and / or a wave spring.
14. The clutch device (1) according to any one of claims 2 to 5, characterized in that At the two axial ends of the clutch element (7), stop elements (16a, 16b) and / or reset elements (15a, 15b) are respectively arranged between the intermediate element (10) and the clutch element (7).
15. The clutch device (1) according to claim 14, characterized in that At least two of the restoring elements (15a, 15b) have different stiffnesses and / or at least two of the restoring elements (15a, 15b) have different axial distances from the clutch element (7).
16. The clutch device (1) according to any one of claims 1 to 11, characterized in that The drive shaft (2) and the clutch element (7) are connected to each other in a form-locking and / or friction-locking manner and / or the clutch element (7) and the intermediate element (10) are connected to each other in a form-locking and / or friction-locking manner.
17. The clutch device (1) according to any one of claims 6 to 11, characterized in that The intermediate element (10) is arranged such that the intermediate element (10) can be moved without actuating a resetting element.
18. The clutch device (1) according to any one of claims 6 to 11, characterized in that The stop element (16a, 16b) is arranged to be movable relative to the clutch element (7).
19. The clutch device (1) according to any one of claims 1 to 11, characterized in that The first position corresponds to the position of the clutch element (7) relative to the intermediate element (10) at the end of the coupling process.
20. The clutch device (1) according to claim 19, characterized in that The second position corresponds to the position of the clutch element (7) relative to the intermediate element (10) at the beginning but not yet at the end of the coupling process.
21. Drive train, comprising a drive shaft (2), a clutch device (1) according to any one of claims 1 to 20 and at least one driven shaft (3a, 3b), wherein: The clutch device (1) is arranged between the drive shaft (2) and the driven shaft (3a, 3b) for transmitting force and torque.