Separating clutch with a restoring spring having a positively locking connection, drive train and method for assembly

Abstract

A separating clutch for a drive train of a motor vehicle includes a torque forwarding component, an outer multiple disc carrier fixed to the torque forwarding component for conjoint rotation, a first plurality of friction discs, a second plurality of friction discs arranged to transmit torque through a non-positive connection with the first plurality of friction discs, a pressing element having a first side facing the friction discs and a second side, opposite the first side, facing away from the friction discs, and a restoring spring. The pressing element is for axially displacing a one of the first or second plurality of friction discs to realize the non-positive connection, and the restoring spring contacts the pressing element for canceling the non-positive connection. The restoring spring engages through and behind the first side from the second side in a positively locking connection with the pressing element.

Claims

1. A separating clutch for a drive train of a motor vehicle, comprising: a torque forwarding component; an outer multiple disc carrier fixed to the torque forwarding component for conjoint rotation; a first plurality of friction discs rotationally fixed and axially displaceable relative to the outer multiple disc carrier; a second plurality of friction discs arranged to transmit torque through a non-positive connection with the first plurality of friction discs; a pressing element for axially displacing a one of the first plurality of friction discs or a one of the second plurality of friction discs to realize the non-positive connection, the pressing element comprising a first side facing the friction discs and a second side, opposite the first side, facing away from the friction discs; a restoring spring comprising a radially outwardly extending lobe or tab; and an anti-rotation lock comprising a rivet that bears on the radially outwardly extending lobe or tab, wherein: the restoring spring contacts the pressing element for canceling the non-positive connection; and the restoring spring extends through the pressing element from the second side to engage the first side in a positively locking connection.

2. The separating clutch of claim 1, wherein the positively locking connection comprises: an integral section of the restoring spring bearing against the pressing element; or an integral section of the pressing element bearing against the restoring spring; or the restoring spring bearing against an intermediate component, which in turn bears against the pressing element.

3. The separating clutch of claim 2 wherein: the positively locking connection comprises the bearing of the integral section of the restoring spring against the pressing element; and the integral section of the restoring spring is at least partially oriented in a circumferential direction.

4. The separating clutch of claim 1 wherein: the pressing element is a pressure pot; and the torque forwarding component is a hub arranged to support an engagement force that axially displaces the pressure pot to realize the non-positive connection.

5. The separating clutch of claim 4 wherein: the hub comprises a radially outside support region; and the restoring spring bears against the hub on the radially outside support region.

6. The separating clutch of claim 1 wherein the rivet connects the outer multiple disc carrier with the torque forwarding component.

7. The separating clutch of claim 1 wherein the anti-rotation lock comprises a reshaped lobe of the restoring spring that is brought into a positively locking connection with the torque forwarding component.

8. A drive train of a motor vehicle comprising the separating clutch of claim 1 arranged in a torque path between two electric motors.

9. A method of assembling the separating clutch of claim 1, comprising: providing a pre-assembled subassembly comprising the torque forwarding component, the outer multiple disc carrier, the first plurality of friction discs, the second plurality of friction discs, and the pressing element; inserting the restoring spring through the pressing element; prestressing the restoring spring; and rotating the restoring spring so that it contacts the pressing element.

10. A method of assembling a separating clutch for a drive train of a motor vehicle, comprising: providing a pre-assembled subassembly comprising: a torque forwarding component; an outer multiple disc carrier fixed to the torque forwarding component for conjoint rotation; a first plurality of friction discs rotationally fixed and axially displaceable relative to the outer multiple disc carrier; a second plurality of friction discs arranged to transmit torque through a non-positive connection with the first plurality of friction discs; and a pressing element for axially displacing a one of the first plurality of friction discs or a one of the second plurality of friction discs to realize the non-positive connection, the pressing element comprising a first side facing the friction discs and a second side, opposite the first side, facing away from the friction discs; inserting a restoring spring through the pressing element; prestressing the restoring spring; and rotating the restoring spring so that the restoring spring contacts the pressing element for canceling the non-positive connection, wherein the restoring spring extends through the pressing element from the second side to engage the first side in a positively locking connection.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure is further explained below with the aid of drawings. In the figures:

(2) FIG. 1 shows a longitudinal section through a separating clutch according to the disclosure;

(3) FIG. 2 shows a perspective view of the separating clutch from FIG. 1, with an inserted rivet acting as an anti-rotation lock between two lobes of the restoring spring;

(4) FIG. 3 shows a longitudinal section through a section of a drive train according to the disclosure, in which the embodiment of the separating clutch of FIGS. 1 and 2 is inserted;

(5) FIG. 4 shows a plan view of the separating clutch of FIGS. 1 to 3, wherein the press-back feet of the restoring spring protrude into recesses in a hub so that they can be operated through a window and then snap into place behind the pressure pot feet;

(6) FIG. 5 shows a longitudinal section along the line V from FIG. 4 at the point in time before the restoring spring is rotated and the rear engagement/positively locking connection is produced, wherein the restoring spring is actuated/prestressed to such an extent that the press-back feet of the restoring spring can snap into place behind the pressure pot;

(7) FIG. 6 shows an assembly time, after the assembly times of FIGS. 4 and 5, at which the separating clutch is shown in a representation comparable to that of FIG. 4, wherein, however, after the restoring spring is rotated, the position of the restoring spring is secured via a rivet, alternatively to which a bending operation of a protruding part of a tab would be provided;

(8) FIG. 7 shows the separating clutch from FIG. 1 in a transport state that is never present during operation, wherein, owing to the spring property of the restoring spring, the restoring spring is in a force-free position in which the pressure pot is pressed against the hub, whereby a transport lock is set and the clutch can be handled as a whole;

(9) FIG. 8 shows a more detailed longitudinal sectional view of the embodiment of the separating clutch from FIG. 1, wherein an air gap to be kept constant is marked and an offset/location/position of the restoring spring that is kept variable by bending is shown in order to enable tolerance compensation for fine adjustment of the restoring force;

(10) FIG. 9 shows a detail from FIG. 8 on a section of the hub, the restoring spring of the pressure pot and a shim at the point in time before the setting of the restoring spring force and after the setting of the restoring spring position, wherein bending of the support lug prevents too large a loading of the restoring spring during operation without then falling below the required minimum force, wherein the undirected height corresponds to the maximum tolerance position, and thus it is ensured that the bending can only take place in one direction, with the same force conditions always acting for the restoring spring, i.e. always the same spring load; and

(11) FIG. 10 shows a plan view of the torque forwarding component designed as a hub and an exposed support lug for subsequent plasticizing/directing of the spring force.

DETAILED DESCRIPTION

(12) The figures are only schematic in nature and serve only for comprehension of the invention. The same elements are provided with the same reference signs.

(13) FIG. 1 shows a first embodiment of a separating clutch 1. The separating clutch 1 is designed as a multi-disc clutch 2 and has an outer multiple disc carrier 3. The outer multiple disc carrier 3 receives friction discs 4, which are designed as steel discs 5. These interact with mating friction discs 6, which are designed as lined discs 7. The lined discs 7 are connected in a non-rotatable manner to a coupling component 27 (not shown) (see FIG. 3).

(14) If there is a non-positive connection between the steel discs 5 and the lined discs 7, torque is forwarded from a torque forwarding component 8, which is designed as a hub 9, to the coupling component, since the outer multiple disc carrier 3 is connected to the hub 9 via a rivet that is only hinted at (see FIG. 1). The rivet has the reference sign 10. It realizes a rivet connection 11. The non-positive connection is brought about when a pressing element/activation element 12 acts to transmit pressure on the friction disc 4 closest to it.

(15) As soon as an air gap 13, as indicated in FIG. 8, has been overcome, a completely or partially existing non-positive connection between the friction discs 4 and the mating friction discs 6 is brought about for torque transmission. FIG. 1 shows the moment shortly before the non-positive connection is achieved. The pressing element 12 can be used as a lever or, as in the embodiment of FIGS. 1 to 10, be designed as a pressure pot 14.

(16) A restoring spring 15 engages through and behind the pressing element 12. The restoring spring 15 has an integral section 16 which is present at the radially inner end. This integral section 16 runs at least in sections in the circumferential direction, which can be seen clearly in FIG. 2. This integral section 16 thus forms a press-back foot. One could also say that the integral section 16 forms a hook 17.

(17) FIGS. 1 and 2 show that the hook 17 has come into contact with pressure pot feet/pressure pot tabs when the restoring spring 15 is screwed in/rotated in the circumferential direction relative to the pressing element 12/pressure pot 14 after assembly. A rear engagement is forced. This causes a positively locking connection between the restoring spring 15 and the pressure pot 14. The restoring spring 15 shown in FIG. 1 is already prestressed and bears with its radial outer side against a support region 19 of the hub 9 in the region of the rivet connection 11.

(18) At least three of the rivets 10, however, have a special position, since they ensure an anti-rotation lock 20 between the restoring spring 15 and the hub 9. At least three of the rivets 10 engage precisely between two radially outwardly projecting tabs 21 of the restoring spring 15 in order to achieve flank centering. In the present embodiment, six such special rivets 10 are used, which cause said flank centering.

(19) FIG. 3, in addition to the separating clutch 1, also shows a suitable engagement system 22. This engagement system 22 can use a piston 23 which uses a shim 24 to pair the installation position of the separating clutch 1 with the installation position of the engagement system 22. An actuating bearing 25 is axially displaced from the piston 23 via the shim 24, the actuating bearing 25 then engaging the pressing element 12 in an axially displaced manner. If the air gap 13 is then overcome, a disc pack 26 composed of the friction discs 4 and mating friction discs 6 comes into a state in which it can transmit torque. The air gap 13 is established when the separating clutch 1, as shown in FIG. 3, is in the set state.

(20) While in FIGS. 4 and 5 the restoring spring 15 is not yet in a positively locking connection, in particular in contact with the pressure pot 14 in the region of the hooks 17, the restoring spring 15 has already been rotated into its operating position in FIG. 6, and the hook 17 at the free end of the integral section 16 of the restoring spring 15 is in rear engagement with a pressure pot foot/a pressure pot tab 18 of the pressure pot 14. This state was achieved by rotating the restoring spring in the direction of arrow 28.

(21) In FIG. 6, it is noticeable that only every second rivet, viewed in the circumferential direction, realizes the anti-rotation lock 20, whereas every first rivet 10 is only used to fasten the outer multiple disc carrier 3 to the torque forwarding component 8.

(22) In FIG. 7, the pressure pot 14 is in contact with the hub 9. The support region 19 is provided by a support lug 29. The state shown in FIG. 7 occurs only before operation, in the transport state, namely when a transport lock is implemented. The restoring spring 15 is positioned so far that the pressure pot 14 bears against the hub 9. But even in this state, it is not completely without force. In operation, however, the pressure pot 14 should not come into contact with the hub 9, which is why the prestress of the restoring spring 15 should be selected in advance. For this purpose, it is recommended that the force of the restoring spring can be adjusted after the air gap 13 has been set. The distances are chosen such that the restoring spring 15 is always under prestress, even in the transport state.

(23) In FIG. 8, as already explained, the air gap 13 to be kept constant is visualized, but to illustrate the necessity of a positional alignment of the restoring spring 15, a bending of the support lug 29 through a bending distance 30 covered during the adjustment is shown.

(24) This bending distance 30 enables the restoring force of the restoring spring 15 to be set after shims 24 have been inserted (see FIG. 9). A restricted tolerance in relation to the restoring force is achieved here by bending. A height difference 31 is created through the use of shims 24, that is to say by causing a shimming. This compensates for tolerances.

(25) In the singular representation of the hub 9 in FIG. 10, the presence of six exposed support lugs 29 can be seen. Each support lug 29 is delimited by two recesses 32. Inner ends of two recesses 32 adjacent to a support lug 29 run towards one another. They define a bending region 34. If a die moves onto the support lug 29 after the shimming has been carried out, i.e. the compensation of axial offsets caused by tolerances, a bending can be forced in one direction in order to correct the position of the restoring spring 15. For turning the restoring spring 15 into its end position, it is advantageous if there is a wedge on the support lug 29 which has a ramp 36 which merges into a plateau 37. This is conducive to the precision of the clutch, since the tab 21 of the restoring spring 15 comes into contact precisely on the plateau 37 in order to precisely define the axial position.

REFERENCE NUMERALS

(26) 1 Separating clutch 2 Multi-disc clutch 3 Outer multiple disc carrier 4 Friction disc 5 Steel disc 6 Mating friction disc 7 Lined disc 8 Torque forwarding component 9 Hub 10 Rivet 11 Rivet connection 12 Pressing element/activation element 13 Air gap 14 Pressure pot 15 Restoring spring 16 Integral section 17 Hook 18 Pressure pot foot/pressure pot tab 19 Support region 20 Anti-rotation lock 21 Tab/lobe 22 Engagement system 23 Piston 24 Shim 25 Actuating bearing 26 Disc pack 27 Coupling component 28 Direction of rotation 29 Support lug 30 Bending distance 31 Height difference 32 Recess 33 Inner end 34 Bending region 35 Wedge 36 Ramp 37 Plateau