Coupling device, method for the rotary drive of an aggregate and drive train

Abstract

Coupling device (1) for the frictional and positive-locking transmission of a rotary movement, comprising a friction clutch (10) and a positive-locking clutch (50), wherein the two clutches (10, 50) each have a first side (11, 51) which can be or are mechanically coupled to one another, so that both first sides (11, 51) are axially displaceable when subjected to an axially acting force (90) and in this way frictionally or positively lock when a respective clutch (10, 50) is closed.can transmit torque in a form-fitting manner, wherein the first side (11) of the friction clutch (10) comprises a friction means carrier (30), and in that the first side (51) of the form-fitting clutch (50) comprises a shift sleeve (60), characterized in that the clutch device further comprises a first shaft (20) with a first external toothing (22) and a second external toothing (23), and the shift sleeve (60) is designed with a first external toothing (61) for realizing a form-fitting engagement with the second side (52) of the form-fitting clutch (50) for the purpose of transmitting torque, and with an internal toothing (62) for realizing a form-fitting engagement with the first external toothing (22) of the first shaft (20) for the purpose of transmitting torque; and is designed with a first locking toothing (63) for transmitting axial force to the friction means carrier (30).

Description

[0001] The invention relates to a clutch device for the frictional and positive transmission of a rotary movement, a method for the rotary drive of an aggregate, such as for starting an internal combustion engine, and a drive train for a motor vehicle with a drive engine.

[0002] For example, a hybrid module for a vehicle drivetrain according to WO 2012 / 083 912 A2 is known from the prior art. This hybrid module comprises a dual-mass flywheel and a friction clutch coupled to it. The friction clutch can be designed as a dry clutch or a wet clutch. Such a hybrid module is capable of transmitting torque through frictional engagement. However, for a wide speed range or power range to be covered, it must be ensured that the friction clutch can transmit corresponding torques, so appropriate disk packs or appropriately dimensioned friction elements must be provided.

[0003] Furthermore, from CH 217 107 A a coupling device is known which can be read in the preamble of claim 1.

[0004] The object of the present invention is to provide a coupling device and a method for the rotary drive of an aggregate, with which a transmission of torque is possible in a simple, reliable, durable and space-saving manner.

[0005] This object is achieved by the clutch device according to claim 1 and by the method for the rotary drive of an assembly according to claim 7. Advantageous embodiments of the clutch device are specified in subclaims 2 to 6. In addition, a drive train with a clutch device according to the invention according to claim 8 is provided.

[0006] The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures can also be used to comprise additional embodiments of the invention.

[0007] In the context of the present invention, the terms radial, axial and circumferential direction always refer to the axis of rotation of the coupling device.

[0008] The invention relates to a clutch device for the frictional and positive-locking transmission of a rotary movement. The clutch device comprises a friction clutch, such as a multi-disk clutch, and a positive-locking clutch. The two clutches each have a first side that can be mechanically coupled or are coupled to one another, so that both first sides are axially displaceable when subjected to an axially acting force and can thus transmit torque frictionally or positively upon closure of a respective clutch.

[0009] As an alternative to the multi-plate clutch, a conical friction clutch can also be used, which transmits torque via cones pressing against each other. The friction clutch is preferably a separating clutch.

[0010] In fact, only one axial force is required to close both the friction clutch and the positive-locking clutch. The two clutches are closed one after the other, namely the friction clutch first and then the positive-locking clutch. Consequently, only one actuator is required to close both clutches while performing an axial movement.

[0011] With the clutch device according to the invention, torque transmission is thus possible through two partial functions, namely, on the one hand, by means of a frictional torque transmission, for example for starting an internal combustion engine and for partially adjusting or synchronizing the applied speeds.

[0012] On the other hand, it is possible to realize a positive torque transmission for transmitting the maximum torque during driving operation with the coupling device according to the invention.

[0013] The frictional torque transmission is preferably designed for significantly lower torques than the maximum torque required during driving. The frictional torque transmission also functions as a synchronous sensor, detecting synchronous operation, so that switching of the positive torque transmission is only possible during synchronous operation. Both functions can be realized by operating with a single actuator.

[0014] The first side of the friction clutch can comprise a friction medium carrier, and the first side of the positively acting clutch can comprise a shift sleeve.

[0015] The first side of the friction clutch can also be formed entirely by the friction element carrier. This friction element carrier is particularly designed to accommodate one or more friction elements of a multi-plate clutch, arranged one behind the other in a substantially rotationally fixed and axially displaceable manner, as a friction element carrier.

[0016] Likewise, the first side of the positive-locking clutch can be formed entirely by the shift sleeve.

[0017] By axially displacing the shift sleeve, it can also axially displace the friction clutch carrier when mechanically coupled to it, creating a frictional connection with the second side of the friction clutch. Upon further axial displacement of the shift sleeve, the friction clutch itself creates a positive connection with the second side of the positive-locking clutch.

[0018] This means that the shift sleeve has a dual function, namely the displacement of the first side of the friction clutch and the creation of a positive connection as part of the positively acting clutch.

[0019] The shift sleeve can be one of those used in manual transmissions for shifting gears. When adapting such a synchronized shift sleeve as a separating clutch between the combustion engine and the electric drive motor, the control and friction elements of the synchronization are designed for higher torques and power levels, so that they can transmit sufficient torque to start a combustion engine and have sufficient wear reserves. Although synchronized shift sleeves are generally designed with friction elements in the wet area, the friction clutch of the clutch device proposed here can also be designed with friction linings in the dry area with an appropriate design.

[0020] However, the torque can also be transmitted positively via the closed shift sleeve.

[0021] In one embodiment of the invention, the clutch device comprises a first shaft with a first external toothing and a second external toothing, and the shift sleeve is configured with a first external toothing for establishing a positive connection with the second side of the positively acting clutch for transmitting torque, as well as with an internal toothing for establishing a positive connection with the first external toothing of the first shaft for transmitting torque. Furthermore, the shift sleeve is configured with a first locking toothing for transmitting axial force to the friction medium carrier.

[0022] The locking teeth are preferably also designed as external teeth, but with a smaller diameter than the first external teeth. Consequently, the locking teeth form a second external toothing of the shift sleeve.

[0023] In this embodiment of the clutch device, it can further be provided that the friction means carrier has an internal toothing, which is designed as a second locking toothing for absorbing the axial force from the first locking toothing of the shift sleeve, and / or designed to realize a positive connection with the second external toothing of the first shaft for the purpose of transmitting torque.

[0024] In a further advantageous embodiment, the clutch device comprises a releasable force transmission device with which axial force can be transmitted from the shift sleeve to the friction means carrier by means of a mechanical coupling and with which the mechanical coupling produced by it can be released from a defined maximum value of the transmitted axial force.

[0025] This means that the detachable power transmission device functions as a type of overload protection device, which releases the mechanical connection it creates between the shift sleeve and the friction carrier above a certain limit. Due to the release of the mechanical connection, which is achieved by the detachable power transmission device, a relative translation of the shift sleeve with respect to the friction carrier is possible, causing the shift sleeve to approach the friction carrier. This approach continues until the locking teeth of the shift sleeve and the friction carrier are axially in contact with each other, blocking further relative translation.Thus, the force applied axially to the shift sleeve is transferred via the locking teeth directly to the friction medium carrier, which then moves further axially and consequently also moves the friction medium attached to it, such as friction plates, so that increased friction forces occur in the friction clutch and a correspondingly higher torque can be transmitted.

[0026] The detachable force transmission device can have at least one spring element in one of the two components, shift sleeve and friction means carrier, as well as a pressure element that can be displaced by means of the spring force exerted by the spring element and guided by the respective component, and can have a recess in the other component into which the pressure element, which is subjected to a spring force by the spring element, can be inserted.

[0027] When the pressure element is inserted into the recess, a mechanical plug-in connection is created, via which a force can be transmitted axially from the shift sleeve to the friction medium carrier. In this way, when the shift sleeve is moved, the friction medium carrier can also be moved and the friction means of the friction clutch can be brought into engagement with one another at least slightly, so that a slight torque can be transmitted from the friction clutch. This ensures that a relative rotational movement of the drive side of the clutch device is carried out in relation to the output side, so that the locking teeth of the shift sleeve and friction medium carrier are rotated relative to one another in such a way that they achieve a locking effect in the axial direction. However, when the pressure element is arranged in the recess, the locking teeth do not lie against one another, so that no friction-related wear occurs during operation of the friction clutch in this situation.

[0028] The spring element, as well as the depth and shape of the recess, and the shape and size of the pressure element, are dimensioned such that this mechanical plug-in connection can only withstand axial forces up to a certain limit. If the applied axial force exceeds this limit, the pressure element is pushed out of the recess, which is achieved, for example, by a corresponding chamfer or rounding on a shoulder of the recess on the side opposite the axial force application.

[0029] The resulting wedge effect on the pressure element enables its displacement against the acting spring force, causing the pressure element to move out of the recess and the mechanical plug-in connection to be released. Accordingly, a relative translational movement can occur between the shift sleeve and the friction element carrier, causing their locking teeth to contact each other. If the axial force on the shift sleeve increases further, the sleeve transfers this axial force almost entirely to the friction element carrier, allowing the friction forces in the friction clutch to be increased, and a correspondingly increased torque to be transmitted.

[0030] In this state, the friction clutch can, for example, supply a corresponding torque to an internal combustion engine in order to start it.

[0031] Preferably, it is further provided that the internal toothing of the friction means carrier and the second external toothing of the first shaft are dimensioned in tooth width and tooth gap width such that a relative rotational movement of the friction means carrier with respect to the first shaft is possible.

[0032] This relative rotational movement occurs within a relatively small angular range, such as within 3°-5°. Depending on the angular position of the friction element carrier relative to the first shaft, it serves to either achieve a locking effect with the locking teeth of the shift sleeve, or to enable axial proximity between the shift sleeve and friction element carrier by axially engaging their teeth.

[0033] The operation of an internal combustion engine is usually associated with slight speed fluctuations, for example when the internal combustion engine has been ignited and is running automatically, or when it is still in start mode.

[0034] If the operation of the friction clutch has resulted in synchronization of the speeds of the first shaft and the internal combustion engine, this speed fluctuation also causes the internal combustion engine and consequently the second side of the friction clutch to run at a higher speed than the first side of the friction clutch. This means that a relative rotational movement takes place that is the opposite of that at the beginning of the starting process, when the locking teeth of the selector sleeve and the friction medium carrier blocked each other in the axial direction as described. In a corresponding manner, the friction medium carrier or its internal toothing moves in the opposite direction in relation to the second external toothing of the first shaft. Because the selector sleeve is in turn arranged on the first shaft in a substantially rotationally fixed manner, the friction medium carrier or its internal toothing also moves in a rotational movement.Its internal toothing is aligned with the first locking toothing of the shift sleeve, so that the toothings are positioned such that, in the axial direction, the teeth of each toothing overlap with the tooth gaps of the other toothing, and the toothings can be axially inserted into one another. In this way, the shift sleeve approaches the friction medium carrier even further until the first external toothing of the shift sleeve establishes a positive connection with the second side of the positively acting clutch.

[0035] In this situation, a much higher torque can be transmitted by the clutch mechanism than by the friction clutch. This condition is therefore particularly suitable for the operation of the internal combustion engine or the driving mode.

[0036] Furthermore, the clutch device can have a second shaft with internal teeth as the second side of the friction clutch and the positive-locking clutch. This second shaft serves to frictionally transmit torque by creating a frictional connection with another friction element, such as a lining plate, of the friction clutch. Additionally or alternatively, it also serves to create a positive connection with the first external teeth of the shift sleeve for the purpose of positive-locking torque transmission.

[0037] The term shaft refers here to a machine element on the drive or output side, which serves to transmit torque and may be coupled to another elongated shaft.

[0038] In particular, the clutch device according to the invention can be used as a separating clutch for separating an internal combustion engine from an electric motor or from a transmission input shaft in hybrid vehicles, such as, for example, hybrid vehicles with the so-called "P2 architecture," in which the internal combustion engine is coupled to the electric drive motor via the separating clutch and to the transmission input shaft via another clutch. Alternatively, it can be used in vehicles with an electric motor integrated into the transmission, in which the transmission input shaft is switchably coupled to the internal combustion engine.

[0039] The friction clutch can be wet or dry. A freewheel can be arranged parallel to the friction clutch, so that the friction clutch is used to start the combustion engine and the torque of the combustion engine can be transmitted via the freewheel.

[0040] Another possible application of the clutch device according to the invention is its use in synchronized shifting systems for shifting gears in multi-step transmissions. In such a situation, the friction clutch is preferably designed as a conical friction clutch, such as a single-cone or multi-cone synchronizer, or even a multi-disk synchronizer, with or without self-reinforcing synchronizing force.

[0041] The clutch device according to the invention has a small installation space requirement while maintaining a high torque capacity for powerful engines while driving via the internal combustion engine. This enables the internal combustion engine to be started with high torques via the positive connection.

[0042] In contrast to a classic clutch with frictional engagement, which must be continuously actuated with high forces in one of the switching states (either when closing or pressing the clutch shut or when opening or pressing the clutch open), the clutch device according to the invention, similar to a synchronized shift sleeve, only requires an increased actuation force when the switching state is changing. Once the new switching state has been reached, the actuation force can be reduced to a holding force. This reduces the losses due to actuation in the switched state. This means that only a low power requirement is required to hold the respective positions of the clutch elements in both the open and closed positions of the clutch device, since the frictional engagement, which requires higher actuation forces, only occurs in the transition phases or when the clutch is in the closed position.Switching phases are to be realized and the stationary state is achieved by means of positive locking (with low actuating forces).

[0043] A further aspect of the present invention is a method for the rotary drive of an assembly, such as for starting an internal combustion engine. In this method, a torque is transmitted to the assembly by means of a clutch device according to the invention, wherein an axial force is directed onto the shift sleeve, which, via the releasable force transmission device, transmits the axial force substantially to the friction means carrier, so that the latter is axially displaced and the friction clutch is partially closed. Furthermore, a relative rotational movement is carried out between the friction means carrier and the first shaft, so that the internal toothing of the friction means carrier overlaps with the first locking toothing of the shift sleeve in the axial direction.This means that the shift sleeve and the friction medium carrier are brought into such an angular position with respect to each other that their teeth fulfill an axial locking effect when they approach each other further axially.

[0044] The axial force is then increased so that the detachable force transmission device cancels its effect between the shift sleeve and the friction medium carrier and the first locking toothing of the shift sleeve comes into contact with the internal toothing of the friction medium carrier in the axial direction.

[0045] The axial force causes the shift sleeve and the friction clutch carrier to be axially displaced, resulting in an increase in the friction forces acting in the friction clutch and a correspondingly increased torque being transmitted. The first side of the friction clutch has a higher or lower speed than the second side. A lower speed can occur, especially when an internal combustion engine is already rotating and is engaged.This achieves a speed ratio at which the second side of the riding clutch has a higher speed than the first side of the friction clutch, so that the internal toothing of the friction medium carrier is brought into an angular position in relation to the first locking toothing of the shift sleeve such that teeth of one toothing axially overlap tooth gaps of the other toothing and, due to the axial load, the first locking toothing of the shift sleeve is pushed into the internal toothing of the friction medium carrier.

[0046] When the first external toothing of the shift sleeve radially overlaps with the internal toothing of the second shaft, a positive connection is created between the shift sleeve and the second shaft.

[0047] Due to this positive connection between the shift sleeve and the second shaft, a significantly higher torque can be transmitted than with the friction clutch, so that in this state of the clutch device it can be used in particular as a separating clutch between the internal combustion engine and the transmission or another drive unit during operation of the internal combustion engine.

[0048] When low torque is required, such as when starting an internal combustion engine, especially when starting the internal combustion engine from a warm state, the torque is transmitted by means of frictional engagement.

[0049] However, when high torque requirements are required, the torque is transmitted by means of positive locking, whereby the positive locking in the clutch device can be switched directly with almost synchronous rotation of the first and second shafts.

[0050] For frictional torque transmission, the torque requirements are thus reduced to the torque required to start the combustion engine (preferably during a warm start). Lower torque requirements for frictional engagement allow for a smaller installation space for the clutch.

[0051] In addition, a drive train for a motor vehicle with a drive engine, in particular with an internal combustion engine, is provided, which has a clutch device according to the invention and a vehicle transmission, wherein the clutch device is mechanically connected to the drive engine and the vehicle transmission.

[0052] The invention described above will be explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, and it should be noted that the embodiments shown in the drawings are not limited to the dimensions shown. It is shown in Fig. 1: a coupling device according to the invention in perspective view with an open, positively acting coupling; Fig. 2: a coupling device according to the invention in perspective view with closed positive-locking coupling; Fig. 3: a perspective sectional view of a coupling device according to the invention with an open, positively acting coupling; Fig. 4: a disk pack of the clutch device in perspective view; Fig. 5: a disk pack of the clutch device in exploded view; Fig. 6: a section through the Fig. 5 illustrated plate pack; Fig. 7: a section through an exploded view of the coupling device; Fig. 8: a section through the coupling device in the open state and an enlarged view of detail A; Fig. 9: a section through the coupling device in the partially closed state and an enlarged view of detail A; Fig. 10: a section through the coupling device in the closed state and an enlarged view of detail A; and Fig. 11: the coupling device according to the invention in a sectional view from the side.

[0053] The Fig. 1 and Fig. 2 show the coupling device 1 according to the invention in a situation in which the positively acting coupling 50 is open ( Fig. 1) or is closed ( Fig. 2).

[0054] The first shaft 20 can be switchably coupled to the second shaft 80 by means of the coupling device 1 for torque transmission.

[0055] The connection is switched by displacing the shift sleeve 60 in the axial direction, also called the "closing direction," while applying an axially acting force 90. For this purpose, the shift sleeve 60 is connected to the first shaft 20 in a rotationally fixed manner by means of a toothing not visible here, but can be displaced in the axial direction within limits relative to the first shaft 20, for example, by means of an actuator not shown.

[0056] The shift sleeve 60 has a groove 65, by means of which an actuator for moving the shift sleeve 60 can be positively connected. A further groove 26 is provided in the first shaft 20, on which the reaction forces of the actuator can be supported, so that only small external forces need to be supported via shaft bearings, etc. (not shown here).

[0057] In Fig. 1, the shift sleeve 60 is in the open end position. This means that the first shaft 20 and the second shaft 80 are not positively connected to each other, and only a residual drag torque acts between the two shafts 20, 80. The shift sleeve 60 comprises a first external toothing 61, and the second shaft 80 comprises an internal toothing 81. However, these shift teeth 61 of the shift sleeve 60 and the second shaft 80 are not engaged.

[0058] In Fig. 2, the shift sleeve 60 is in the closed end position, in which the first shaft 20 and the second shaft 80 are rotationally connected to one another via the shift sleeve 60. The positive engagement is achieved via the first external toothing 61 of the shift sleeve 60 and the internal toothing 81 of the second shaft 80, which are engaged in this axial position of the shift sleeve 60.

[0059] Fig. Figure 3 shows the clutch device in a sectional perspective view. It can be seen that the shift sleeve 60 is coupled to a friction medium carrier 30 in the axial direction via at least one releasable force transmission device 70. During an axial displacement movement of the shift sleeve 60 in the closing direction, the releasable force transmission device 70 effects a coupling in the axial direction with a limited maximum force between the shift sleeve 60 and the friction medium carrier 30, so that the friction medium carrier 30 follows the axial movement of the shift sleeve 60. If the maximum force is exceeded, the releasable force transmission device 70 yields, and the coupling force between the shift sleeve 60 and the friction medium carrier 30 is significantly reduced, so that the shift sleeve 60 can be displaced further relative to the friction medium carrier 30 with a low force.

[0060] An axial displacement of the friction medium carrier 30 in the closing direction causes a force to be introduced via the shoulder 33 on the friction medium carrier 30 onto the disk pack 40, which rests on the support 21 and is thus compressed. The compression of the disk pack 40 creates a frictional connection between the friction medium carrier and the second shaft 80.

[0061] Since the support 21 for the disk pack 40 is firmly connected to the first shaft 20 and an actuator (not shown here) is supported on the groove 26 on the first shaft 20 when the shift sleeve 60 is actuated, only small external axial forces arise, which must be supported by additional bearings of the clutch device 1.

[0062] Fig. 3 also shows the design of the friction clutch 10 of the clutch device 1, namely by the first side 11 and the second side 12 of the friction clutch 10, wherein the first side 11 is realized by the first shaft 20 and the friction means carrier 30, and the second side 12 is realized by the second shaft 80.

[0063] Fig. 4 shows the disk pack 40 of the friction clutch of the clutch device in a perspective view. As can be seen in particular from Fig. 5, the disk pack 40 comprises a plurality of lining plates 43 and friction plates 41 stacked alternately in the axial direction. The lining plates 43 have an external toothing 44 and the friction plates 41 have an internal toothing 42. A lining plate 43 comprises a carrier plate 46 and friction linings 45 glued to the carrier plate 46, as is particularly shown in Fig. 6 is shown.

[0064] Fig. Figure 7 shows the clutch device 1 in a sectional exploded view. It can be seen that the first shaft 20 has a first external toothing 22, which, together with an internal toothing 62 of the shift sleeve 60, establishes a rotationally fixed but axially displaceable coupling between the first shaft 20 and the shift sleeve 60. Furthermore, the first shaft 20 has a second external toothing 23, which, together with an internal toothing 31 of the friction medium carrier 30, establishes a coupling between the first shaft 20 and the friction medium carrier 30 that is axially displaceable and, to a limited extent, rotatable in the direction of rotation.

[0065] The limited rotatability is achieved by making the tooth gap widths 25 of the second external toothing 22 of the first shaft 20 significantly larger than the tooth widths 24 of the internal toothing 31 of the friction medium carrier 30. The friction medium carrier 30 also has an external toothing 34, which, together with the internal toothing 42 of the friction plates 41, creates a rotationally fixed but axially displaceable coupling between the friction medium carrier 30 and the individual friction plates 41.

[0066] The external toothing 44 of the lining plates 43 together with the internal toothing 81 of the second shaft 80 forms a coupling which is fixed in rotation but displaceable in the axial direction.

[0067] The internal toothing 81 of the second shaft 80 simultaneously serves as switching toothing on the second shaft 80 and is thus designed as a common toothing.

[0068] The shift sleeve 60 further comprises a first locking toothing 63, which, together with the internal toothing 31 of the friction medium carrier 30, can realize an axial locking effect. The first locking toothing 63 of the shift sleeve 60 has wider teeth than the second external toothing 23 of the first shaft 20, so that the tooth gaps of the first locking toothing 63 are smaller than the tooth gaps of the second external toothing 23 of the first shaft 20. Preferably, the tooth gaps of the first locking toothing 63 are slightly wider than the tooth width of the internal toothing 31 of the friction medium carrier 30.

[0069] In the open axial displacement position of the shift sleeve 60, the first locking toothing 63 and the internal toothing 31 of the friction plate carrier 30 are spaced apart in the axial direction and thus not in engagement with one another. When the shift sleeve 60 is displaced in the direction of movement 90, the axial distance between the first locking toothing 63 and the internal toothing 31 decreases. Due to the limited rotatability of the friction plate carrier 30 relative to the first shaft 20, the tooth gaps of the first locking toothing 63 may or may not be aligned with the teeth of the "friction plate carrier internal toothing," depending on the angle of rotation. If these are not aligned, the teeth of the first locking toothing 63 and the teeth of the internal toothing 31 collide with one another in the axial direction upon further axial movement of the shift sleeve 60 in the direction of movement 90 and positively prevent further displacement of the shift sleeve 60 relative to the friction means carrier 30.Only in a limited angle of rotation range are the teeth of the friction means carrier 30 aligned with the grooves of the first locking teeth 63 and only in this angle of rotation range is a further displacement movement of the shift sleeve 60 relative to the friction means carrier 30 possible.

[0070] The limited angle of rotation range between the friction means carrier 30 and the first shaft 20 is designed such that, with a relative speed difference between the first shaft 20 and the second shaft 80 and a simultaneous friction torque in the disk pack 40, the friction means carrier 30 is rotated relative to the first shaft 20 and thus also to the shift sleeve 60 such that the teeth of the internal toothing 31 of the friction means carrier 30 and the grooves of the first locking toothing 63 of the shift sleeve 60 are not aligned. Only at a preferably low relative speed and / or a reversal of the relative speed is the friction means carrier 30 rotated due to the friction torque in the disk pack 40 such that the teeth of the “internal toothing 31” and the grooves of the first locking toothing 63 are aligned and a further relative displacement movement of the shift sleeve 60 relative to the friction means carrier 30 along the direction of movement 91 is no longer blocked.

[0071] Fig. Figure 8 shows the clutch device 1 in a section with the shift sleeve 60 in the open sliding position. On the left side of the Fig. Figure 8 shows detail A for the section of the overall view from the right side. It shows the detachable force transmission device 70, comprising a recess 74 in the form of a circumferential groove or depression in the friction means carrier 30, a spring element 71 mounted in a bore, and a pressure element 73 in the form of a ball. The pressure element 73 is pressed into the recess 74 in the friction means carrier 30 by the spring element 71.

[0072] The first locking toothing 63 of the shift sleeve 60 is spaced apart in the axial direction from the internal toothing 31 of the friction means carrier 30, as can be seen in the Fig. 8 as the distance 100 between the axial limit 64 of the first locking toothing 61 and the axial limit 32 of the internal toothing 31.

[0073] Upon axial displacement of the shift sleeve 60 in the closing direction along the direction of movement 91, the pressure element 73 presses against the recess 74 in the friction means carrier 30 and thus generates a force acting in the axial direction on the friction means carrier 30 and also presses it in the closing direction.

[0074] The friction medium carrier 30 thus follows the sliding movement of the shift sleeve 60 and begins to press against the disk pack 40 via the shoulder 33 on the friction medium carrier 30. As the force on the disk pack 40 increases, the friction torque that the disk pack 40 transmits between the friction medium carrier 30 and the second shaft 80 also increases. At different speeds between the second shaft 80 and the friction means carrier 30, which approximately follows the speed of the first shaft 20, the friction torque of the disk pack 40 causes a limited rotation of the friction means carrier 30 relative to the first shaft 20 and thus also relative to the shift sleeve 60. This rotational movement ensures that the teeth of the internal toothing 31 of the friction means carrier 30 and the tooth grooves of the first locking toothing 63 of the shift sleeve 60 are no longer aligned.

[0075] Upon further displacement of the shift sleeve 60 toward the plate pack 40, the force against the plate pack 40 increases. As soon as this force exceeds the maximum axial support force of the releasable force transmission device 70 or its pressure element 73 at the chamfer 75 of the recess 74 in the friction medium carrier 30, the pressure element 73 begins to move radially inward at the chamfer 75, and the friction medium carrier 30 begins to move axially relative to the sliding sleeve 60. This reduces the axial distance between the first locking toothing 63 of the shift sleeve 60 and the internal toothing 31 of the friction medium carrier 30.

[0076] In Fig. 9, this distance is 0, so that the teeth of both toothings abut each other in the axial direction. Upon further displacement of the shift sleeve 60 in the direction of the closing movement, the teeth of the first locking toothing 63 press axially against the teeth of the internal toothing 31 of the friction medium carrier 30, so that the axial force of the friction medium carrier 30 against the disk pack 40 also increases. The axial force of the detachable force transmission device 70 plays only a negligible role.

[0077] Because the disk pack 40 is now compressed by increasing axial force, the frictional torque transmitted between the first shaft 20 via the friction medium carrier 30 and the disk pack 40 to the second shaft 80 also increases. This frictional torque attempts to equalize the rotational speeds between the first shaft 20 and the second shaft 80. If the second shaft 80 is connected, for example, to the crankshaft of a stationary internal combustion engine, the engine will accelerate if the frictional torque is sufficient and can thus be started.

[0078] At an approximately synchronous speed between the first shaft 20 and the second shaft 80 and a reversal of the relative speed between the two shafts, the friction medium carrier 30 is again rotated relative to the first shaft 20 and thus also to the shift sleeve 60, since - as already explained - the angle of rotation is limited due to the play between the teeth of the internal toothing 31 and the second external toothing 23 of the first shaft 20. During this twisting movement, the tooth grooves of the first locking toothing 63 align with the teeth of the internal toothing 31, and the supporting force between the teeth of both toothings 63, 31 collapses. A further displacement movement of the shift sleeve 60 in the direction of the closing movement is now no longer blocked by the friction medium carrier 30.

[0079] The shift sleeve 60 now moves further along the direction of movement 91 until the teeth of the first external toothing 61 of the shift sleeve 60 meet the internal toothing 81 of the second shaft 80. Due to small relative rotations between the first shaft 20 and the second shaft 80, the teeth of the two shift teeth rotate relative to each other until the tooth gaps of the first external toothing 61 meet the teeth of the internal toothing 81. The shift sleeve 60 now moves to the end position for a closed clutch. Due to the positive engagement, significantly higher torques can now be transmitted than via frictional engagement. Fig. 10 shows the situation with the shift sleeve 60 in the end position for closed clutch.

[0080] In the Fig. 8, Fig. 9 and Fig. 10 shows a sharp edge 76 of the recess 74 in the friction medium carrier 30. This edge 76 serves the function of ensuring that, when the clutch device 1 is opened, the friction medium carrier 30 is retracted to its initial position together with the shift sleeve 60. During the backward movement, the pressure element 73 moves along the bottom of the tooth gaps of the internal toothing 31 of the friction medium carrier 30 until it reaches the recess 74. Subsequently, the pressure element 73 moves along the chamfer 75 until the pressure element reaches the bottom of the recess 74. Now the pressure element 73 hits the sharp edge 76 and can thus force the axial movement of the shift sleeve 60 onto the friction means carrier 30 with a large axial force, so that the friction means carrier 30 follows the shift sleeve 60 into the starting position for the open clutch.This retraction function ensures that the plate pack 40 is relieved and thus the drag torques are as low as possible when the clutch device 1 is open.

[0081] In the Fig. 11, it can be seen that several releasable force transmission devices 70 are arranged distributed over the circumference of the first shaft 20, such as, for example, five releasable force transmission devices 70 in the example shown here, wherein these are each arranged at the maximum material thickness, namely one tooth on the outside as well as on the inside.

[0082] In Fig.11 also shows that the shift sleeve 60, together with the second shaft 80 and the associated gears 61, 81, form the positive-locking clutch 50. The shift sleeve 60 forms the first side 51 of the positive-locking clutch 50, and the second shaft 80 forms the second side 52 of the positive-locking clutch 50.

[0083] With the coupling device proposed here and the associated method for the rotary drive of an aggregate, it is possible to realize a torque transmission adapted to the respective requirements with only one actuator and a small volume.

Claims

[1] Clutch device (1) for the frictional and positive transmission of a rotary movement, comprising a friction clutch (10) and a positive-locking clutch (50), wherein the two clutches (10, 50) each have a first side (11, 51) which can be or are mechanically coupled to one another, so that both first sides (11, 51) are axially displaceable when subjected to an axially acting force (90) and can thus transmit torque in a frictional or positive manner upon closure of a respective clutch (10, 50), wherein the first side (11) of the friction clutch (10) comprises a friction means carrier (30), and that the first side (51) of the positive-locking clutch (50) comprises a shift sleeve (60), characterized bythat the clutch device further comprises a first shaft (20) with a first external toothing (22) and a second external toothing (23), and the shift sleeve (60) is designed with a first external toothing (61) for realizing a positive connection with the second side (52) of the positively acting clutch (50) for the purpose of transmitting torque, and with an internal toothing (62) for realizing a positive connection with the first external toothing (22) of the first shaft (20) for the purpose of transmitting torque; and is designed with a first locking toothing (63) for transmitting axial force to the friction means carrier (30). [2] Coupling device according to claim 1, characterized bythat the friction means carrier (30) has an internal toothing (31) which is designed as a second locking toothing for absorbing the axial force (90) from the first locking toothing (63) of the shift sleeve (60), and / or for realizing a positive connection with the second external toothing (23) of the first shaft (20) for the purpose of transmitting torque. [3] Coupling device according to claim 1 or 2, characterized by that the clutch device further comprises a releasable force transmission device (70) with which axial force (90) can be transmitted from the shift sleeve (60) to the friction means carrier (30) by means of mechanical coupling and, from a defined maximum value of the transmitted axial force (90), the mechanical coupling produced by it can be released. [4] Coupling device according to claim 3, characterized bythat the detachable force transmission device (70) has in one of the two components, shift sleeve (60) and friction means carrier (30), at least one spring element (71) and a pressure element (73) which is displaceable by means of the spring force (72) exerted by the spring element (71) and guided by the respective component, and in the respective other component has a recess (74) into which the pressure element (73) which is subjected to a spring force (72) by the spring element (71) can be inserted. [5] Coupling device according to claim 3 or 4, characterized by that the internal toothing (31) of the friction means carrier (30) and the second external toothing (23) of the first shaft (20) are dimensioned in tooth width (24) and tooth gap width (25) such that a relative rotational movement of the friction means carrier (30) in relation to the first shaft (20) is possible. [6] Coupling device according to one of claims 1 to 5, characterized bythat the clutch device, as the second side (12) of the friction clutch (10) and of the positively acting clutch (50), further comprises a second shaft (80) with an internal toothing (81) for realizing a positive connection with a further friction means of the friction clutch (10) for the purpose of frictionally engaging transmission of torque, and / or for realizing a positive connection with the first external toothing (61) of the shift sleeve (60) for the purpose of positively engaging transmission of torque. [7] Method for the rotary drive of an aggregate, in which a torque is transmitted to the aggregate by means of a coupling device (1) according to at least one of claims 1 to 6, wherein - an axial force (90) is directed onto the shift sleeve (60), which transmits the axial force (90) essentially to the friction means carrier (30) via the releasable force transmission device (70), so that the latter is axially displaced and the friction clutch (10) is partially closed, - a relative rotational movement is carried out between the friction means carrier (30) and the first shaft (20) so that the internal toothing (31) of the friction means carrier (30) overlaps with the first locking toothing (63) of the shift sleeve (60) in the axial direction, - the axial force (90) is increased so that the releasable force transmission device (70) cancels its effect between the shift sleeve (60) and the friction means carrier (30) and the first locking toothing (63) of the shift sleeve (60) comes to rest in the axial direction on the internal toothing (31) of the friction means carrier (30), - the axial force (90) causes the shift sleeve (60) to be axially displaced together with the friction means carrier (30), so that the friction forces acting in the friction clutch (10) are increased and a correspondingly increased torque is transmitted, the first side (11) of the friction clutch (10) having a higher speed than the second side (12) of the friction clutch (10), - that a speed ratio is achieved at which the second side (12) of the friction clutch (10) has a higher speed than the first side (11) of the friction clutch (10), so that the internal toothing (31) of the friction means carrier (30) is brought into an angular position in relation to the first locking toothing (63) of the shift sleeve (60) such that teeth of one toothing (31, 63) axially overlap with tooth gaps of the other toothing (31, 63) and due to the axial load, the first locking toothing (63) of the shift sleeve (60) is pushed into the internal toothing (31) of the friction means carrier (30), and - when the first external toothing (61) of the shift sleeve (60) radially overlaps with the internal toothing (81) of the second shaft (80), a positive connection is created between the shift sleeve (60) and the second shaft (80). [8] Drive train for a motor vehicle with a drive engine comprising a clutch device (1) according to one of claims 1 to 6, and a vehicle transmission, wherein the clutch device (1) is mechanically connected to the drive engine and the vehicle transmission.

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