Clutch assembly

Abstract

The utility model relates to a clutch assembly. In one example, a clutch assembly includes a sleeve configured to at least partially circumferentially surround a hub, a brake assembly positioned in the hub and configured to secure the sleeve and the hub in a determined axial position. The brake assembly includes an opening with a ball and a spring, and a securing device that retains the spring and the ball in the opening, wherein the ball cooperates with the brake device in the sleeve.

Description

Technical Field

[0001] The present disclosure generally relates to brake systems for clutch assemblies. More specifically, the present disclosure relates to a brake system with a ball and spring secured to an opening in a wheel hub by a securing device. Background Art

[0002] A vehicle may include a transmission that regulates the speed relative to the transmission's input and output. Some transmissions are multi-speed designs that use a clutch to engage and disengage discrete gear ratios to vary the transmission's input and output speed regulation. Some clutches consist of a hub, a sleeve, and components that restrict movement between the hub and sleeve.

[0003] Applicants have recognized several issues with previous clutch assemblies. For example, some previous clutches require the sequential installation of separate clutch assemblies on a shaft. This clutch installation sequence can be relatively slow and laborious, and in some cases, can easily result in improper or incomplete clutch installation due to misplaced or missing components. Utility Model Content

[0004] The above problems can be solved by a clutch assembly. In one example, the clutch assembly includes a sleeve that is configured to at least partially circumferentially surround a wheel hub. The clutch assembly also includes a brake assembly positioned within the wheel hub and configured to secure the sleeve and the wheel hub in a defined axial position. The brake assembly includes an opening with a ball and a spring, and a retaining device that retains the spring and ball in the opening. In the clutch assembly, the ball engages with the brake device in the sleeve. Designing the clutch assembly in this manner allows at least a portion of the clutch to be pre-assembled and then efficiently installed on the shaft as an assembled unit as needed. As a result, the likelihood of improper clutch installation, component misalignment, and loss is reduced, thereby improving production efficiency and confidence.

[0005] Furthermore, in one example, the securing device can be a circlip. In this example, the circlip can include a tab that limits (e.g., prevents) rotation of the circlip. In some cases, the tab can mate with the second opening. This allows the ball and spring to be securely and effectively secured within the wheel hub opening. More preferably, the circlip can include a protrusion that limits rotation of the circlip, and / or the protrusion mates with the second opening. Furthermore, in one example, the opening is a through hole. Using a through hole can further simplify the manufacture and installation of the assembly.

[0006] Furthermore, in one example, the securing device may be a bushing. Using a bushing in the clutch assembly securely secures the spring and ball within the opening, further reducing the likelihood of the ball and spring being dislodged from their predetermined positions within the wheel hub opening. In another example, the first opening may be a first through-hole, and the brake assembly may include a second through-hole and a third through-hole containing the ball and spring; and / or the first through-hole, the second through-hole, and the third through-hole may be sequentially spaced 120° apart relative to the central axis.

[0007] It should be understood that the above summary is intended to introduce concepts further described in the detailed description in a simplified form. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is determined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 An example of a vehicle system with a transmission is shown.

[0009] Figure 2 A cross-sectional view of an example of a transmission with a clutch including a brake assembly is shown.

[0010] Figure 3 and Figure 4 Shows Figure 2 A cross-sectional view of the brake assembly described in .

[0011] Figure 5 Shows Figure 2 Another cross-sectional view of the clutch described in .

[0012] Figure 6 and Figure 7 Shows Figure 2 Detailed view of the spring and ball in the brake assembly shown.

[0013] Figure 8 Another example of a brake assembly in a clutch is shown. DETAILED DESCRIPTION

[0014] Figure 1A schematic diagram of a vehicle 50 is shown with a power assembly 51, which may include a prime mover 54 and a transmission 60 (e.g., a transmission). In some examples, the prime mover 54 may be an electric motor (e.g., a traction motor). In such examples, the electric motor may be electrically connected to an energy storage device 58 (e.g., one or more traction batteries, capacitors, fuel cells, combinations thereof, etc.). Additionally, in the electric motor example, the electric motor may be configured to operate as a generator under selected conditions to provide electrical energy to charge the energy storage device 58, etc. In such an example, the powertrain may include an inverter electrically coupled to the energy storage device and the traction motor. In other examples, the prime mover 54 may be an internal combustion engine. Thus, in different examples, the vehicle 50 may be a hybrid electric vehicle, an all-electric vehicle, or an internal combustion engine vehicle.

[0015] In this example, transmission 60 transmits mechanical power to differential 62 of axle assembly 53. However, in other examples, transmission 60 can also transmit mechanical power to another axle assembly 64 in vehicle 50. Furthermore, in other examples, the transmission can be combined with one of the axles to form an electric axle assembly. In one specific example, the vehicle can be a hybrid electric vehicle, including one electrically driven axle and another axle driven by an internal combustion engine. However, a variety of drivetrain configurations are contemplated.

[0016] The transmission 60 can be configured to receive torque from the prime mover 54 via a shaft (e.g., a drive shaft) and / or other suitable mechanical components. The transmission 60 can include at least one clutch 61. For example, the clutch can be a disconnect clutch or a clutch used for shifting between gears. The clutch 61 in the transmission 60 can be operated by an actuator 63 (e.g., a shift fork actuator or other suitable actuator).

[0017] In addition, the transmission 60 can output mechanical power to the differential 62. The output torque can be adjusted by operating the clutches in the transmission 60. The mechanical power from the differential 62 can be transmitted in turn to the axle 66 that is rotationally coupled to the drive wheels 55.

[0018] Controller 112 may form part of control system 114. Control system 114 receives information from sensors 116 and sends control signals to actuators 118. For example, sensors 116 may include a battery state of charge sensor, a clutch position sensor, and transmission input and / or output speed sensors. As another example, actuator 118 may include a shift fork actuator for a clutch, as well as actuators for other transmission and other vehicle components. The shift fork actuator may be configured to engage or disengage clutch 61 (e.g., a dog clutch or synchronizer) with one or more gears of transmission 60. In other examples, the clutch may be a disconnect clutch. Controller 112 may receive input data from sensors, process the input data via a processor, and trigger actuators in response to the processed input data according to instructions programmed therein corresponding to one or more routines. In some examples, controller 112 may include instructions to send instructions to actuator 63 to engage or disengage clutch 61. An input device 120 (eg, a gear selector, a mode selector, an accelerator pedal, a brake pedal, combinations thereof, etc.) may provide input to the controller 112 representing an operator's intent for vehicle control.

[0019] Figure 1-8 A coordinate system is included for determining the viewing direction. In one example, the Y axis can be a vertical axis (e.g., parallel to the gravity axis), the X axis can be a longitudinal axis (e.g., a horizontal axis), and / or the Z axis can be a transverse axis. However, in other examples, these axes can have other orientations.

[0020] Figure 2 A cross section of an example of a transmission 200 and a drive train 201 is shown. The transmission 200 is Figure 1 An example of a transmission 60 is shown. Thus, components in the transmission 200 may be included in the transmission 60, and vice versa. Furthermore, the transmission 200 may also be included in a vehicle, such as Figure 1 Vehicle 50 is shown.

[0021] Transmission system 201 includes a shaft 202, to which a gear 204 is fixedly connected or formed, a gear 206 free-standing thereon, and a clutch 208 with a clutch assembly 210. Clutch 208 is shown as a dog-type clutch. However, in other examples, the clutch may take other suitable forms. For example, in another example, the clutch may be a synchronizer. In this example, clutch 208 is axially disposed between gear 204 and gear 206. However, various transmission layouts with other gear and clutch arrangements are also contemplated.

[0022] The clutch 208 includes a clutch assembly 210 and a sleeve 212 that at least partially surrounds a hub 214. The hub 214 includes a brake assembly 215 having an opening 216 (e.g., a through-hole) in which a ball 218 and a spring 220 are positioned. Specifically, the spring 220 can be pre-compressed to apply a radially outward force to the ball 218. This allows the sleeve 212 to be maintained in a desired position relative to the hub 214. Furthermore, the spring 220 is shown as a coil spring. However, other types of springs, such as wave springs, may be used in other examples. The clutch assembly 210 is configured to engage and disengage based on the position of the sleeve (e.g., axial position).

[0023] The brake assembly 215 is configured to maintain the sleeve 212 and the hub 214 in a determined axial position relative to the sleeve 212. In detail, the brake assembly 215 is configured to maintain the sleeve 212 in a neutral position when the clutch is not engaged with a gear or other appropriate component in the transmission 200. When the clutch 208 switches between engagement and disengagement, the sleeve 212 translates axially relative to the hub 214. The brake assembly 215 also includes a retaining device 217, which is a retaining spring in the example. However, in other examples, the retaining device can also be a bushing (such as a press-fit bushing) or other suitable device. An embodiment of a brake assembly with a bushing will be described in detail below. Figure 8 The fixing device 217 fixes the spring 220 and the ball 218 in the opening 216, thereby reducing the chance of misalignment of the ball and spring during the manufacturing process and improving the manufacturing efficiency of the transmission.

[0024] Transmission 200 includes gears that can mesh with upstream and / or downstream components. Specifically, gear 204 can be connected to or formed with shaft 202. Gear 204 can mesh with gear 222. Gear 206 can be idle mounted on shaft 202.

[0025] The clutch 208 is configured to engage and disengage. Specifically, the clutch 208 can be configured to transfer mechanical power between the gear 204 and the gear 206 in a meshed configuration. In one example, the transmission can include two gear units placed in series. The input end of the transmission can be through the shaft 202, which, together with the gear 204 (e.g., a pinion), is the input end of the first attached gear unit (in Figure 2 The output of the first accessory gear unit is its carrier, on which the hub of the clutch 214 is arranged. The clutch can receive the motion from the carrier of the first accessory gear unit and transmit it to the second accessory gear unit (at Figure 2(located on the right side of the transmission in the reference frame shown). If the clutch is engaged to the left, the carrier of the first set of gear transmissions can be directly connected to the carrier of the second set of gear transmissions (in some cases, the carrier of the second set of gear transmissions serves as the output end of the transmission). Therefore, the second ratchet transmission may not operate as a reduction device, but instead operate with a 1:1 gear ratio. If the clutch is engaged to the right, the carrier of the first ratchet transmission can be connected to the gear 206 of the second ratchet transmission. Therefore, the second additional gear unit operates as a reduction unit. However, the clutch 208 can be configured to engage and disengage different gears or other appropriate components in the transmission. More generally, the clutch can be configured to allow and inhibit power transmission between two transmission system components. For example, the clutch 208 can be configured to engage gears to achieve a speed change function, or it can be configured to be disconnected, for example, to selectively interrupt mechanical power at the output or input end of the transmission.

[0026] The actuator 224 (e.g., a shift fork or other suitable actuation device) is configured to cause axial translation of the sleeve 212 relative to the hub 214. Specifically, the actuator 224 can be a shift fork that cooperates with an actuator interface 226 (e.g., a shift fork interface) in the sleeve 212 to axially adjust the sleeve. The actuator 224 can be hydraulically actuated, mechanically actuated, electrically actuated, pneumatically actuated, or a combination thereof.

[0027] Bearing 228 can be mounted between hub 214 and shaft 202. Thus, hub 214 can be idle mounted on shaft 202. Furthermore, bearing 230 can be coupled to shaft 202. As described herein, bearings support, limit motion, and allow rotation of components to which they are attached. Thus, the bearings described herein can include outer races, inner races, and rolling elements (e.g., cylindrical rollers, balls, tapered rollers, needle rollers, etc.) positioned between the races.

[0028] Figure 2 Further depicted is a splined interface 232 between the sleeve 212 and the hub 214. The splined interface 232 includes splines on the inner diameter of the sleeve 212 and splines on the outer diameter of the hub 214. In this way, the hub and sleeve are able to translate axially relative to each other when torque is transferred between the hub and sleeve.

[0029] Figure 2 A rotational axis 250 of the shaft 202 is provided for reference. Figure 2 The cutting plane of the cross-sectional view shown passes through the axis of rotation 250. The cutting plane AA' defines Figure 3 Cross-sectional view described in . Figure 3-8 A rotation axis 250 is also provided for reference. Figure 2 as well as Figure 5 、 Figure 7 and Figure 8 The cutting plane of the illustrated cross-section passes through the rotation axis 250 .

[0030] Figure 3 A cross-sectional view of the clutch assembly 210 is shown, including the hub 214, sleeve 212, brake assembly 215, and shaft 202. Figure 3 2 further depicts the ball bearings 218 and spring 220 in the brake assembly 215, as well as the opening 216 in which the ball bearings and spring engage. The wheel hub may further include openings 300 that do not include springs and balls. One of the openings 300 may include a retaining spring 302 that engages with a retaining spring 217 to restrict movement of the retaining spring. This allows the retaining spring to be secured in a desired position. The openings 300 allow for more efficient manufacturing of the wheel hub. More specifically, the openings 300 and 216 may be symmetrically arranged about the axis 250. More specifically, in one specific example, the openings 216 with the spring 220 and ball bearings 218 may be spaced 120 degrees apart. Thus, the central axes 350 of the opposing openings may be aligned, allowing for efficient machining or other formation of the openings in the wheel hub. Therefore, in such an example, the openings for the ball bearings and springs, as well as the empty openings, may be more efficiently machined or otherwise formed.

[0031] As shown, the retaining spring 217 is positioned at the inner diameter and outer diameter of the shaft 202 and the hub 214, respectively. In addition, as previously described, one or more bearings (e.g., needle bearings) may be coupled to the hub 214 and positioned between the shaft 202. A gap 304 may be formed between the end 306 of the retaining spring 217 and the retaining spring blade 302.

[0032] Figure 3 Further shown is a splined interface 232 between the hub 214 and the sleeve 212 . Figure 3 Further shown is an actuator interface 226 (eg, a shift fork interface) in the sleeve 212. The actuator interface 226 includes a groove 227 that is contoured to mate with a shift fork or other suitable actuator.

[0033] Figure 4 Another cross-sectional view of clutch assembly 210 is shown, including hub 214, sleeve 212, and brake assembly 215. The figure further depicts opening 216 with ball 218 and spring 220, opening 300, and circlip 217 in brake assembly 215. Figure 4 The actuation interface 226 in the sleeve 212 is further illustrated.

[0034] Figure 5 Another cross-sectional view of the brake assembly 215 is shown. The opening 216 with the spring 220 and the ball 218, the opening 300 and the retaining spring 217 are shown again. Figure 52 further depicts the hub 214 and sleeve 212. Ball 218 engages with a brake ring 500. Spring 220 secures the ball in the sleeve detent by pre-compression. Hub 214 may include a retaining spring recess 502 that allows at least a portion of the retaining spring to engage therewith. The retaining spring recess may extend circumferentially around at least a portion of the hub's inner diameter. However, in other examples, the retaining spring recess may be omitted from the hub.

[0035] Figure 6 A detailed view of brake assembly 215 is shown. The opening 216 shown includes a lip 600 that radially confines balls 218. The lip can be located on the outside of hub 214. This allows the balls to move in the desired manner during clutch operation. If desired, the lip can effectively be pre-installed in the hub without a sleeve. Therefore, the sleeve can be installed later, making transmission assembly easier. The lip can be created by making the hole from the other side. Thus, the spring and balls can be removed from the hole. Alternatively, the balls and spring can be installed from the inside of the shaft and held in place by a retaining spring.

[0036] Figure 7 Another detailed view of the brake assembly 215 is shown. In the figure, the ball 218 cooperates with the brake member 500 in the sleeve 212, and the spring 220 can be preloaded to keep the ball and the brake member engaged. In addition, the retaining spring 217 fixes the spring 220 in the opening 216.

[0037] During assembly, the balls and springs can be positioned into the hub from the inside. A circlip or bushing can then be attached to the hub, securing the springs and balls within. The sleeve can be installed later during transmission assembly.

[0038] Figure 8 Another example of a brake assembly 800 is shown. The brake assembly 800 includes some Figure 2-7 The brake assembly 215 is shown to have overlapping components, such as the spring 802, the ball 804, the opening 806, etc. For the sake of brevity, redundant descriptions of overlapping features, components, etc. are omitted. Figure 2-7 In addition to the retaining spring shown in FIG, the brake assembly 800 further provides a bushing 808 as a fixing device. Figure 8 The bushing 808 shown in the figure can be press-fitted onto the inner diameter 810 of the hub 812. In this way, the spring 802 can be effectively fixed in the opening 806. More specifically, the spring 802 can be compressed and fixed in the opening 806 so that the spring is pushed radially outward into the brake device 814 in the sleeve 816. If desired, the sleeve can pre-assemble the clutch assembly into a whole unit and then be effectively installed on the shaft.

[0039] Figure 1-8A mounting method is provided in which the brake assembly is mounted on the shaft as an assembled unit. The technical effect of this mounting method is to improve manufacturing efficiency. Figure 1-8 A method is also provided in which a clutch including a brake assembly is adjusted (e.g., engaged and disengaged). The technical effects of these methods are to improve the manufacturing efficiency of transmissions using clutches and to improve reliable shifting between transmission gear modes.

[0040] In addition to the schematically depicted components, Figure 2-8 Drawn approximately to scale. However, in other embodiments, these components may have different dimensions.

[0041] Figure 1-8 Example configurations of the relative positioning of various components are shown. If the elements shown in the figure are in direct contact or directly coupled to each other, then in at least one example, these elements may be referred to as directly in contact or directly coupled, respectively. Similarly, in at least one example, elements shown as being adjacent or adjacent to each other may be adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other may be referred to as face-to-face contact elements. Another example is that, in at least one example, elements are placed apart from each other, with only space between them and no other elements, which may be referred to as being placed apart from each other. For example, elements that are shown above / below each other, on either side of each other, or on the left / right side of each other relative to each other may be referred to as such elements. In addition, as shown in the figure, in at least one example, the topmost element or element point may be referred to as the "top" of the element, and the bottommost element or element point may be referred to as the "bottom" of the element. As used herein, top / bottom, upper / lower, and above / below may be relative to the vertical axis in the figure to describe the positioning of the elements in the figure relative to each other. Therefore, in one example, an element that is shown above other elements is positioned vertically above the other elements. For another example, the shapes of elements depicted in the figures may be referred to as having those shapes (e.g., circular, straight, flat, curved, rounded, chamfered, beveled, or the like). Furthermore, in at least one example, elements depicted as intersecting one another may be referred to as intersecting elements or as intersecting one another. Furthermore, in one example, elements that appear within or outside another element may also be referred to as intersecting elements.

[0042] The present invention is further described below. In one aspect, the present invention provides a clutch assembly comprising a sleeve configured to at least partially circumferentially surround a wheel hub; a brake assembly positioned in the wheel hub, the brake assembly configured to secure the sleeve and the wheel hub in a defined axial position, and comprising: a first opening in which a ball and a spring are positioned; and a retaining device that retains the spring and the ball in the first opening; wherein the ball engages with the brake device in the sleeve. Furthermore, in one example, the retaining device may be a circlip. Furthermore, in one example, the circlip may include a tab configured to restrict rotation of the circlip. In one example, the tab may further engage with the second opening. In another example, the first opening may be a through-hole. In another example, the retaining device may be a bushing. In another example, the bushing may be press-fitted into the wheel hub. In one example, the clutch assembly may be included in a dog clutch. In another example, the sleeve may include a shift fork interface. In another example, the recess may include a lip that radially confines the ball. In another example, the brake assembly can include a plurality of openings, each opening including a ball and spring positioned therein. In another example, the plurality of openings can be symmetrically spaced relative to a central axis of the clutch assembly.

[0043] In another aspect, a clutch operating method is provided, the method comprising adjusting a clutch, wherein the clutch includes a clutch assembly comprising: a sleeve at least partially circumferentially surrounding a wheel hub; a brake assembly disposed in the wheel hub, the brake assembly configured to retain the sleeve and the wheel hub in a defined axial position and comprising: an opening with a ball and a spring; and a retaining device for retaining the spring in the opening; wherein the ball engages a brake device in the sleeve. In one example, adjusting the clutch system may include sliding the wheel hub into engagement with a gear.

[0044] In another aspect, a dog clutch assembly is provided. The assembly includes a sleeve that at least partially circumferentially surrounds a wheel hub; a brake assembly located in the wheel hub, the assembly being configured to maintain the sleeve and the wheel hub in a defined axial position and comprising: a first through-hole containing a ball and a spring; and a circlip or bushing that retains the spring in the first through-hole; wherein the ball engages with a brake mechanism in the sleeve. In one example, the circlip may include a tab that engages with a second through-hole and restricts rotation of the circlip, wherein the second through-hole does not include a ball or a spring. In another example, the brake assembly may include a second through-hole and a third through-hole containing a ball and a spring. Furthermore, in another example, the first through-hole, the second through-hole, and the third through-hole may be sequentially spaced 120° apart relative to a central axis. Furthermore, in one example, the dog clutch assembly may be included in a transmission. Furthermore, in one example, the transmission may be an electric transmission.

[0045] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or its equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed included within the subject matter of the present disclosure.

Claims

1. A clutch assembly comprising: a sleeve configured to at least partially surround the hub; as well as a brake assembly positioned in the hub, the brake assembly maintaining the sleeve and the hub in a defined axial position, and the brake assembly comprising: a first opening containing a ball and a spring positioned therein; and a fixing device that holds the spring and the ball in the first opening; The invention is characterized in that the ball cooperates with the braking device in the sleeve.

2. The clutch assembly according to claim 1, wherein: The fixing device is a clip spring.

3. The clutch assembly according to claim 2, wherein: The clamping spring includes a protrusion for limiting the rotation of the clamping spring.

4. The clutch assembly according to claim 3, wherein: The protrusion matches the second opening.

5. The clutch assembly according to claim 1, wherein: The first opening is a through hole.

6. The clutch assembly according to claim 1, wherein: The fixing device is a bushing.

7. The clutch assembly according to claim 6, wherein: The bushing is pressed into the hub.

8. The clutch assembly according to claim 1, wherein: The clutch assembly is included in a dog clutch.

9. The clutch assembly according to claim 8, wherein: The sleeve includes a shift fork interface.

10. The clutch assembly according to claim 1, wherein: The groove includes a lip radially confining the ball.

11. The clutch assembly according to claim 1, wherein: The brake assembly includes a plurality of openings, each opening including a ball and a spring positioned therein.

12. The clutch assembly of claim 11, wherein the plurality of openings are symmetrically spaced relative to a central axis of the clutch assembly.

13. The clutch assembly according to claim 1, wherein: The first opening is a first through hole, The brake assembly comprises a second through hole and a third through hole, wherein the positioning ball and the spring are included; and / or The first through hole, the second through hole and the third through hole are sequentially spaced 120° apart relative to the central axis.

14. The clutch assembly according to claim 1, wherein: The dog clutch assembly is included in the transmission.

15. The clutch assembly according to claim 14, wherein: The transmission is an electric transmission.

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