One-way clutch with built-in frictional torque limiting assembly

Abstract

The utility model relates to a one-way clutch of built -in friction torque limiting assembly, include: first transmission torque component, friction torque limiting assembly, second transmission torque component and cage assembly, and torque is passed to first transmission torque component through input shaft, and then is passed to output component through friction torque limiting assembly, second transmission torque component, cage assembly, wherein, friction torque limiting assembly can slip when torque exceeds preset threshold value, the utility model discloses a built -in friction torque limiting assembly in one-way clutch, make one-way clutch have the impact protection function, can avoid DHT input shaft or transmission system weak spare damage because of impact torque.

Description

Technical Field

[0001] This utility model relates to the field of hybrid vehicle powertrain technology, and in particular to a one-way clutch with a built-in friction torque limiting component. Background Technology

[0002] Hybrid systems are subject to impact conditions. When the switching one-way clutch is engaged, if the vehicle experiences bumpy roads (such as roads with double bumps) or emergency ABS braking in parallel mode, the system will be subjected to impact torque from the wheel ends, potentially causing the transmission input shaft to break or other weak points within the system to fail. Engine misfire (or engine cylinder misfire or other malfunctions) can also generate significant impact torque due to system resonance.

[0003] Since hybrid vehicles experience impact conditions in real-world applications, one approach to enable the system to slip due to impact is to install a torque limiting protection function on the engine-side shock absorber. However, due to space limitations, friction torque limiting components cannot be added, and the cost of shock absorbers is high. Simulations show that even with a torque limiting function on the engine side, there is still a significant impact torque under road impact conditions.

[0004] Another approach is to incorporate a torque-limiting function into the switching one-way clutch, such as the roller-type one-way clutch invented by Schaeffler, which sets a torque-limiting functional area (i.e., a release ramp) on the profile of the outer ring. However, the disadvantage of this technical solution is that it requires high precision in the profile and high surface precision in the roller's contact parts (inner ring contact gear parts). Therefore, the lower limit of the slip torque of the torque-limiting function cannot be designed to be a small value according to the simulation requirements. Impact slippage is achieved by steel-to-steel friction between the profile and the roller, resulting in poor durability.

[0005] Therefore, it is necessary to design an electromagnetic clutch product with integrated torque limiting protection function for use in hybrid systems to solve the above-mentioned technical pain points. Utility Model Content

[0006] Based on the above analysis, the present invention aims to provide a one-way clutch with a built-in friction torque limiting component to solve the problem of high requirements for the profile accuracy and surface accuracy of mating parts in contact with the rollers in existing roller-type one-way clutches with torque limiting function.

[0007] To solve the above-mentioned technical problems, this utility model provides a one-way clutch with a built-in friction torque limiting component, comprising:

[0008] The first torque transmission component extends about the axis and can be connected to the input shaft for transmission.

[0009] A friction torque limiting assembly extends about the axial direction and is located radially inside the first torque transmission component;

[0010] The second torque transmission component extends about the axial direction and is located radially inside the friction torque limiting assembly.

[0011] A cage assembly extends about an axial direction and is located radially inside the second torsion transmission member;

[0012] The torque is transmitted to the first torque transmission component through the input shaft, and then to the output component through the friction torque limiting component, the second torque transmission component, and the cage assembly; wherein, the friction torque limiting component can slip when the torque exceeds a preset threshold.

[0013] According to the design scheme of this utility model, by setting a friction torque limiting component, the one-way clutch has an impact protection function, which can prevent the DHT input shaft or weak parts in the transmission system from being damaged by impact torque. It can further reduce the weight of the hybrid system shaft system, and the shock absorber on the engine side does not need to integrate the friction torque limiting component, thus reducing the overall system cost.

[0014] According to a preferred embodiment, the friction torque limiting assembly includes a friction plate and a carrier plate. The friction plate is drivenly connected to a first torque transmission component, and the carrier plate is drivenly connected to a second torque transmission component. The friction plate and the carrier plate are spaced apart from each other along the axial direction. According to the design scheme of this utility model, slippage is achieved through the friction plate and the carrier plate, avoiding the low reliability of the slippage function of the one-way clutch profile used in the prior art, thus making the friction torque limiting assembly used in this utility model highly reliable.

[0015] According to a preferred embodiment, the friction torque limiting assembly further includes a cover plate, a diaphragm spring, and a pressure plate; the diaphragm spring, pressure plate, friction plate, and carrier plate are located axially between the cover plate and the first torque transmission component. According to the design of this invention, due to the good nonlinear characteristics of the diaphragm spring, it can automatically adjust the clamping force during the wear process of the friction plate, keeping the clamping force relatively stable within a certain range. This helps ensure that the torque limiter maintains relatively stable torque transmission performance throughout its service life, eliminating the need for frequent adjustments to the clamping force and reducing maintenance costs and workload. Furthermore, the pressure plate can evenly transmit the clamping force generated by the diaphragm spring to the friction plate. Through close contact with the friction plate, the pressure plate ensures sufficient positive pressure on the friction surface, thereby generating sufficient friction to transmit torque.

[0016] According to a preferred embodiment, the friction plate is a wet friction plate. The design scheme of this utility model is suitable for the oil-containing internal environment of a gearbox.

[0017] According to a preferred embodiment, the friction pad is a dry friction pad, and the friction torque limiting assembly further includes a sealing element. According to the design scheme of this utility model, the cavity where the friction torque limiting assembly is installed is sealed by the sealing element, thereby allowing the use of a dry friction pad to improve torque transmission efficiency.

[0018] According to a preferred embodiment, the first torque transmission component is a torque transmission disc, including a first end and a second end extending axially, with a friction torque limiting component disposed at the first end of the torque transmission disc. The design scheme of this invention makes the one-way clutch structure compact and small in size. The second end of the torque transmission disc is connected to the input shaft via a spline. The design scheme of this invention ensures stable and reliable torque input.

[0019] According to the design scheme of this utility model, the second torque transmission component has an inner circumferential surface, and a receiving cavity with an inclined profile is provided on the inner circumferential surface. The inclined profile on the inner circumferential surface enables a one-way clutch function. More preferably, the cage assembly includes a roller, a cage, and a limiting spring. The roller is disposed within the receiving cavity with the inclined profile via the cage and the limiting spring. Through the cooperation between the cage assembly and the receiving cavity with the inclined profile on the inner circumferential surface of the second torque transmission component, a one-way clutch function can be achieved.

[0020] According to a preferred embodiment, the system further includes an electromagnetic switching component, which enables the one-way clutch to switch between a first mode and a second mode. In the first mode, the output component and the second torque transmission component are locked in the first rotational direction; in the second mode, both the output component and the second torque transmission component are locked in both the first and second rotational directions. The design of this invention provides an electromagnetically switched one-way clutch with impact protection, preventing damage to the DHT input shaft or weak parts in the transmission system due to impact torque.

[0021] According to a preferred embodiment, the electromagnetic switching assembly includes a solenoid valve and an actuator; energizing or de-energizing the solenoid valve drives the actuator to move between a first axial position and a second axial position, thereby achieving switching of the one-way clutch between a first mode and a second mode. According to the design scheme of this utility model, the engagement and disengagement functions of the one-way clutch can be achieved by energizing or de-energizing the solenoid valve, i.e., achieving parallel and series functions. When the solenoid valve is energized, it enters the parallel mode, and the torque is transmitted from the input shaft from the first torque transmission component—torque transmission disc—through the friction torque limiting assembly to the second torque transmission component—torque transmission hub, to the rollers in the cage assembly, and then to the output component.

[0022] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages will become apparent from the description or be learned by practicing the invention. The objectives and other advantages of this invention can be realized and obtained from the description and accompanying drawings, which are particularly pointed out. Attached Figure Description

[0023] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0024] Figure 1 This is a cross-sectional view along the axial direction of a first embodiment of the one-way clutch with a built-in friction torque limiting component of this utility model.

[0025] Figure 2 for Figure 1 A magnified view of a portion of the image;

[0026] Figure 3 This is a schematic diagram of the structure of the first torque transmission component in Embodiment 1;

[0027] Figure 4 This is a front view of the friction plate in Example 1;

[0028] Figure 5 This is a front view of the carrier plate in Embodiment 1;

[0029] Figure 6 This is a front view of the pressure plate in Example 1;

[0030] Figure 7 This is a schematic diagram of the structure of the second torque transmission component in Embodiment 1;

[0031] Figure 8 This is a schematic diagram of a second embodiment of the one-way clutch with a built-in friction torque limiting component of this utility model. Detailed Implementation

[0032] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0033] Example 1

[0034] A specific embodiment of this utility model is as follows: Figures 1-2 As shown, a one-way clutch with a built-in friction torque limiting component is disclosed, including: a first torque transmission component 1, a friction torque limiting component, a second torque transmission component 9, and a cage assembly.

[0035] The first torque transmission component 1 extends around the axial direction and is connected to the input shaft (not shown in the figure) for transmission. The first torque transmission component 1 is preferably a torque transmission disc, with the structure as follows: Figure 3 As shown. See also Figures 1-3 The torque transmission disc includes an axially extending first end 15 and a second end 16, with the diameter of the first end 15 being larger than the diameter of the second end 16. In the radial direction, a friction torque limiting assembly is disposed within the first end 15. Specifically, an internal gear is provided on the inner circumferential surface of the first end 15 of the torque transmission disc for meshing with a friction plate in the friction torque limiting assembly, thereby driving the friction plate to rotate as the torque transmission disc rotates. A spline is provided on the inner circumferential surface of the second end 16 of the torque transmission disc for connecting to an input shaft to transmit torque to a one-way clutch.

[0036] The friction-limiting torque assembly extends about the axial direction and is located radially within the first torque-transmitting component 1. (See also...) Figures 1-6 The friction torque limiting assembly includes a friction plate 2 and a carrier plate 3. The structure of the friction plate 2 is as follows: Figure 4 As shown, a gear is provided on its outer circumference, which meshes with the internal gear inside the first end 15 of the first torque transmission component 1, realizing the transmission connection between the friction plate 2 and the first torque transmission component 1. The structure of the carrier plate 3 is as follows: Figure 5 As shown, the ring has internal teeth on its inner circumference. The internal teeth of the carrier plate 3 mesh with the external teeth of the second torque transmission component 9, thus achieving a transmission connection with the second torque transmission component 9. Multiple friction plates 2 and carrier plates 3 are provided, and they are spaced apart from each other along the axial direction.

[0037] During operation, the friction plate 2 and the carrier plate 3 are pressed tightly together, and the torque is transmitted from the first torque transmission component 1 to the second torque transmission component 9 through the friction between them. When an impact torque is generated, the friction plate 2 and the carrier plate 3 slip to achieve the impact protection function.

[0038] Specifically, the friction torque limiting assembly also includes a pressure plate 4, a diaphragm spring 5, and a cover plate 6. The structure of the pressure plate 4 is as follows: Figure 6 As shown, diaphragm springs can be made from common parts.

[0039] See Figures 1-2The cover plate 6 is an annular plate, which is fixed to the end face of the first end 15 of the first torque transmission component 1 by rivets 7. The cover plate 6, the inner circumferential surface of the first end of the first torque transmission component 1, and the radially extending connecting surface between the first end 15 and the second end 16 of the first torque transmission component 1 together form a receiving space for accommodating the diaphragm spring 5, the pressure plate 4, the friction plate 2, and the carrier plate 3, such that the diaphragm spring 5, the pressure plate 4, the friction plate 2, and the carrier plate 3 are located between the cover plate 6 and the first torque transmission component 1 in the axial direction, and within the first end 15 of the first torque transmission component 1 in the radial direction. The cover plate 6 presses the diaphragm spring 5, and the diaphragm spring 5 applies pressure to the friction plate 2 and the carrier plate 3 through the pressure plate 4, so that the friction plate 2 and the carrier plate 3 are tightly fitted together. By selecting diaphragm springs 5 ​​with different elastic forces and adjusting the clamping force of the cover plate 6 during assembly, a preset threshold can be adjusted so that the friction torque limiting component can slip when the torque exceeds the preset threshold.

[0040] Friction plate 2 is preferably a wet friction plate, which is suitable for the oily internal environment of the gearbox.

[0041] Friction pad 2 can also be a dry friction pad, and the friction torque limiting assembly also includes a seal. The seal is used to seal the cavity where the friction torque limiting assembly is installed, thereby allowing the use of a dry friction pad to improve torque transmission efficiency.

[0042] The structure of the second torque transmission component 9 is as follows: Figure 7 As shown, a torque transmission hub is preferred. The second torque transmission component 9 is an annular piece with an outer circumferential surface and an inner circumferential surface. A gear that meshes with the carrier plate 3 is provided in the middle of its outer circumferential surface. A circular platform is provided on each side of the gear. The cover plate 6 and the first torque transmission component 1 are respectively connected to one of the circular platforms via bearings 8. A receiving cavity with an inclined profile is provided on the inner circumferential surface of the second torque transmission component 9. This receiving cavity is used to house rollers. See also Figures 1-2 The second torque transmission component 9 extends about the axis and is located radially within the friction torque limiting assembly.

[0043] See Figures 1-2 The cage assembly extends about its axis and is radially located within the second torque transmission member 9. The cage assembly includes rollers 10, a cage 11, and a limiting spring 12. Rollers 10 are preferably cylindrical rollers, disposed within the cage 11, and biased by the limiting spring 12 to a predetermined position within a sloping-profiled receiving cavity on the inner circumferential surface of the second torque transmission member 9. The arrangement of the cage assembly and the sloping-profiled receiving cavity adopts the arrangement found in existing one-way clutches, and will not be described further here.

[0044] During assembly, the second end 16 of the first torque transmission component 1 is connected to the input shaft for transmission. The cylindrical rollers of the cage assembly are in contact with the circumferential surface of the output component (e.g., the output gear) within the gearbox, meaning the cage assembly is radially located outside the circumferential surface of the output component. During operation, torque is transmitted through the input shaft to the first torque transmission component 1, and then through the friction torque limiting component, the second torque transmission component 9, and the cage assembly to the output component.

[0045] In this embodiment, the friction torque limiting component can slip when the torque exceeds a preset threshold, thereby reducing the damage caused by impact torque and providing impact protection. This prevents damage to the DHT input shaft or weak parts in the transmission system due to impact torque, allowing for further lightweight design of the hybrid system. Furthermore, it overcomes the low reliability of slippage functions in current switchable cylindrical roller one-way clutches; the friction-type torque limiting component integrated in this invention has high reliability.

[0046] Example 2

[0047] This second embodiment provides a one-way clutch with a built-in friction torque limiting component. Based on the first embodiment, it also includes an electromagnetic switching component, with the structure as follows: Figure 8 As shown. The electromagnetic switching assembly enables the one-way clutch to switch between a first mode and a second mode. In the first mode, the output component and the second torque transmission component 9 are locked in the first rotational direction; in the second mode, both the output component and the second torque transmission component 9 are locked in the first rotational direction and the second rotational direction.

[0048] The electromagnetic switching assembly includes a solenoid valve 13 and an actuator 14. Energizing or de-energizing the solenoid valve 13 drives the actuator 14 to move between a first axial position and a second axial position, thereby achieving the switching of the one-way clutch between the first and second modes. The specific structure and arrangement of the solenoid valve 13 and actuator 14 are based on the arrangement of Schaeffler's electromagnetic switching one-way clutch and will not be repeated here.

[0049] Roller 10 is mounted on the circumferential platform of the output component inside the gearbox. The solenoid valve 13 is energized and de-energized to realize the clutch engagement and release functions, that is, to realize parallel and series functions. When the solenoid valve is energized, it enters the parallel mode. The torque is transmitted from the input shaft from the first torque transmission component 1 through the friction torque limiting component to the second torque transmission component 9, to the roller 10, and then to the output component.

[0050] By applying the one-way clutch of this embodiment two, it is very easy to design a low slippage torque of the friction torque limiting component according to the system simulation results. This can prevent damage to weak parts in the DHT input shaft or transmission system due to impact torque, further reduce the weight of the hybrid system's shaft system, and eliminate the need to integrate the friction torque limiting component into the engine-side shock absorber. This reduces the overall system cost and increases reliability.

[0051] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

[0052] List of reference numerals

[0053] 1 First Torque Transmission Component

[0054] 2 Friction Plates

[0055] 3 Carrier plates

[0056] 4. Pressure plate

[0057] 5. Diaphragm Spring

[0058] 6. Cover plate

[0059] 7 Rivets

[0060] 8 bearings

[0061] 9 Second Torque Transmission Component

[0062] 10 Rollers

[0063] 11. Cage

[0064] 12 Limit Springs

[0065] 13 Solenoid valve

[0066] 14 Actuator

[0067] 15 First End

[0068] 16. Second end.

Claims

1. A one-way clutch with a built-in friction torque limiting component, comprising: The first torque transmission component (1) extends about the axial direction and can be connected to the input shaft for transmission. A friction torque limiting assembly extends about the axial direction and is located radially inside the first torque transmission component (1); The second torque transmission component (9) extends about the axial direction and is located radially inside the friction torque limiting assembly. A cage assembly that extends about an axial direction and is located radially inside the second torsion transmission member (9); The torque is transmitted to the first torque transmission component (1) through the input shaft, and then to the output component through the friction torque limiting component, the second torque transmission component (9), and the cage assembly. The friction torque limiting component can slip when the torque exceeds a preset threshold.

2. The one-way clutch of claim 1, wherein, The friction torque limiting assembly includes a friction plate (2) and a carrier plate (3). The friction plate (2) is connected to the first torque transmission component (1), and the carrier plate (3) is connected to the second torque transmission component (9). The friction plate (2) and the carrier plate (3) are spaced apart from each other in the axial direction.

3. The one-way clutch according to claim 2, characterized in that, The friction torque limiting assembly further includes a cover plate (6), a diaphragm spring (5), and a pressure plate (4), wherein the diaphragm spring (5), the pressure plate (4), the friction plate (2), and the carrier plate (3) are located in the axial direction between the cover plate (6) and the first torque transmission component (1).

4. The one-way clutch according to claim 2 or 3, characterized in that, The friction plate (2) is a wet friction plate.

5. The one-way clutch according to claim 2 or 3, characterized in that, The friction plate (2) is a dry friction plate, and the friction torque limiting assembly also includes a seal.

6. The one-way clutch according to claim 1, characterized in that, The first torque transmission component (1) is a torque transmission disc, including an axially extending first end (15) and a second end (16). The friction torque limiting component is connected to the first end (15) in a transmission connection, and the second end (16) is connected to the input shaft in a transmission connection via a spline.

7. The one-way clutch according to claim 1, characterized in that, The second torque transmission component (9) has an inner peripheral surface, on which a receiving cavity with an inclined profile is provided.

8. The one-way clutch according to claim 7, characterized in that, The cage assembly includes a roller (10), a cage (11), and a limiting spring (12), wherein the roller (10) is disposed within the inclined cavity via the cage (11) and the limiting spring (12).

9. The one-way clutch according to claim 1, characterized in that, The one-way clutch also includes an electromagnetic switching component, which enables the one-way clutch to switch between a first mode and a second mode; in the first mode, the output component and the second torque transmission component (9) are locked in a first rotational direction, and in the second mode, the output component and the second torque transmission component (9) are locked in both the first rotational direction and the second rotational direction.

10. The one-way clutch according to claim 9, characterized in that, The electromagnetic switching assembly includes a solenoid valve (13) and an actuator (14). The solenoid valve (13) can drive the actuator (14) to move between an axial first position and an axial second position when energized or de-energized, so as to realize the switching of the one-way clutch between the first mode and the second mode.

Images