• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a mounting method for assembling a clutch for the transmission of a motor vehicle, the clutch comprising a plurality of clutch components and the method comprising at least the following successive steps: a) preparation of a first clutch component intended to be rotatable, b) connection of a plurality of counterweights to the first clutch component, c) connection of the different clutch components to form the clutch, at least the first clutch component being integrally rotatably connected to a second clutch component, and d) balancing of the assembled clutch, separating from the first clutch component at least one of the counterweights previously connected to the first clutch component in a detected unbalance zone of the clutch.
    公开号:FR3017432A1
    申请号:FR1551031
    申请日:2015-02-10
    公开日:2015-08-14
    发明作者:Benedikt Schmidt
    申请人:Schaeffler Technologies AG and Co KG；
    IPC主号:
    专利说明:

    [0001] The invention relates to a mounting method for assembling a clutch (such as a friction clutch) for the transmission of a motor vehicle, such as a clutch. 'a passenger car, a heavy vehicle, a bus or an agricultural machine, the clutch (pre-assembled) comprising a plurality of clutch components (comprising at least one reaction plate, at least one pressure plate, at least one clutch disk disposed between the reaction plate (s) and the pressure plate (s), and a pressure box). The mounting method comprises preparing a first clutch component in a first step and connecting the various components of the clutch to form the clutch (fully or at least partially mounted), the first component of the clutch. clutch being integrally rotatably connected to a second clutch component. A plurality of counterweights is further connected to the first clutch component. The invention also relates to a clutch for the transmission of a motor vehicle, with a first clutch component, such as a reaction plate, and a second clutch component integrally connected in rotation to the first clutch component, a plurality of counterweights being applied to at least the first clutch component for unbalance balancing, and a clutch made by such a mounting method. It is known in the state of the art to screw on some clutch components at least one threaded element serving as a counterweight for balancing the friction clutch. This is especially disclosed in DE 10 2009 007 829 A1, in which the friction clutch comprises at least one clutch housing, at least one pressure plate integrally connected in rotation with it, but whose axial displacement is limited, as well as active displacement means between the clutch housing and the pressure plate for axial force application on the pressure plate. For balancing the friction clutch, at least one component forming it has recesses where counterweights can be screwed. For the known possibilities in the state of the art, it is customary to tighten the existing counterweights at the corresponding locations to be balanced after determining the position and size of the unbalance. Balancing rivets are in this case preferentially pressed in a reaction plate / a counter plate. This balancing process is therefore performed only after the complete assembly of the friction clutch, so that the friction clutch can be balanced as a whole and that all parts of the clutch must be taken into account during the process. Since the balancing counterweights / rivets need not be loose in service, the rivets in the state of the art are tightened under high forces in the corresponding clutch components in their tight fit configuration. . These high fitting forces can, if necessary, cause an inadmissible deformation of the clutch components, such as the reaction plate, generally made of cast iron. As the mounting space at the reaction plate is generally reduced by the contiguous pressure plate and its leaf spring connection, it is not possible to have a corresponding abutment during fitting of the plate. counterweight. Hence a risk of further deformation of the reaction plate during the tight fit. The present invention therefore aims to avoid the drawbacks known in the state of the art, and to limit the risk of undesirable plastic deformation of clutch components during assembly and disassembly of the counterweight. This problem is solved according to the invention, in that the connection of a plurality of counterweights to the first clutch component is temporally performed before the integration / assembly of the first clutch component, the first clutch component. also being integrally rotatably connected to a second clutch component in said mounting step, and balancing of the clutch (fully or at least partially) assembled being performed such that at least one of the previously connected counterweights the first clutch component is separated / removed from the first clutch component in a zone of unbalance noted of the clutch (after prior assembly of the first clutch component). It thus becomes possible to apply the counterweights 30 before the assembly / partial assembly of the clutch in the first clutch component, so as to allow a support (like stops) for the forces of These high connections are then applied, as the clutch components are not durably deformed / warped undesirably. The first clutch component is mounted and balanced only after connecting the counterweights. As the disassembly efforts of the previously applied counterweights, in particular by fitting, are preferably substantially less than the efforts for their connection / application (such as efforts for a tight fit), the balancing can be performed much more simply. This unwinding according to the invention will make it possible to give up either an abutment or to apply the abutment on the same side from which the counterweight to be removed will also be removed from the first clutch component. This will also make it possible to configure the clutch to balance even more compactly. Other advantageous embodiments will be described in detail below.
    [0002] It will also be advantageous to make the counterweights at least partly in the form of rivets, screws (single or multi-threaded) or studs. It will be possible to make the counterweight as a common part, hence an economical manufacture. It will also be advantageous to make the first clutch component in the form of a plate, substantially like a reaction plate, and / or the first clutch component in the form of a plate made of sheet metal, essentially as a plate made of sheet steel, the clutch component can then be manufactured relatively economically, e.g. ex. as a reaction tray. The first and second pressure plate of the clutch will also be preferably made in such a metal sheet / steel sheet. It will also be practical to connect the counterweights with the first clutch component so as to attach / apply them by adhesion and / or shape matching in the first clutch component. A sufficiently high holding force will thus be made available for the counterweights that will remain in the first clutch component after the balancing process. A particularly economical connection technique will be permitted if the counterweights are connected to the first clutch component so as to be clamped in cavities of the first clutch component. It will also be advantageous to plastically deform the first clutch component at least in the area of the cavity (receiving the corresponding counterweight) during the fitting of the counterweights. A particularly stable connection of the counterweights will thus be permitted, which can then be dismantled just as easily (with reduced efforts). The disassembly of the counterweights to be removed will be significantly improved. In this context, it will also be advantageous if the separation of the one or more counterweights from the first clutch component comprises a withdrawal of the counterweight (s) from the first component. The counterweights can thus be removed in a particularly easy manner.
    [0003] It will also be advantageous if the counterweights are evenly distributed along a periphery of the first clutch component, which will further simplify / improve the balancing process.
    [0004] It will be particularly advantageous that the counterweight can be removed without degradation. In other words, the counterweight can be removed from the first clutch component without having to be destroyed itself. The counterweights removed can then be reused for subsequent rebalancing on other clutches, which represents a new cost saving factor.
    [0005] The invention also relates to a corresponding clutch for a transmission of a motor vehicle, with a first clutch component (preferably in the form of a plate) intended to be rotatable, such as a reaction plate, and a second clutch component. clutch integrally rotatably connected to the first clutch component, such as a pressure box, a plurality of counterweights being applied to at least the first clutch component for balancing an unbalance, the counterweights being made of to be prepared geometrically and / or materially for removal from the first clutch component. A clutch can thus be balanced in a particularly efficient manner.
    [0006] It is also relevant in this context that the counterweights are housed in cavities of the first clutch component to make available a sufficiently high holding force for the counterweights and further improve the operational safety of the clutch.
    [0007] It is furthermore advantageous that each counterweight is prepared and cooperates with the associated cavity in such a way that a dismounting force to be applied for the separation of each counterweight is less than the mounting force to be applied for the connection of each counterweight. The risk of deformation of the clutch components is further reduced.
    [0008] It is furthermore advantageous if the first clutch component has a hardness at the level of the cavities which is less than that of the counterweight associated with the cavity, the counterweight thus being able to be easily put in place, preferably being clamped in the first clutch component. . It is furthermore advantageous in this context for the counterweight to have an outer peripheral surface which is prepared geometrically (eg with a grooved structure) and / or materially (eg by being quenched) so as to deform the first component clutch at the cavity during connection. According to another advantageous embodiment, there is also provided a clutch for the transmission of a motor vehicle, such as a passenger car, a truck, a bus or an agricultural machine, said clutch being manufactured in accordance with a embodiments of the aforementioned mounting method. The clutch can thus be generally manufactured in a particularly efficient manner. It will also be advantageous in this context to make the clutch as a double clutch and the first clutch component as (first or second) reaction plate of the clutch. The double clutch will then be balanced in a particularly efficient way.
    [0009] In other words, the mounting method according to the invention thus allows the balancing of a clutch by removal of counterweight. Unlike the state of the art, the present invention provides the use of counterweights such as rivets or screws for balancing a clutch. The counterweights, however, must be provided by not exceeding a maximum number for this purpose (intended for the balancing of all conceivable unbalances) before assembly of the clutch, p. ex. in the disc / reaction tray. The balancing process will then consist of removing from the clutch counterweights that do not contribute to the balance and are superfluous. In this way, the clutch will be less stressed by the pulling of the rivets than by the tightening in assembly state. The counterweights may be used in single clutches, double clutches and multi-disc clutches or in possible combinations thereof. This advantage will be particularly important in the case of balancing rivets. The balancing concept according to the invention will also be applicable to a clutch plate trays. The invention will be described in detail hereinafter with reference to figures, the meeting of which will also allow commenting on different embodiments. These represent: FIG. 1 a longitudinal section of a clutch according to a first embodiment, said clutch having been balanced according to the mounting method according to the invention, said clutch being made as a double clutch and counterweights being placed on a reaction plate of the clutch. double clutch, and FIG. An isometric perspective view of a counterweight according to an advantageous embodiment, said counterweight being executed as a balancing pin having reliefs on the outer peripheral surface in contact with the first clutch component, said outer peripheral surface being clamped under pressure in the material of the first clutch component when connected with the first clutch component.
    [0010] The figures are only diagrams and serve only for a better understanding of the invention. Identical elements are identified by the same reference signs.
    [0011] Fig. 1 shows a clutch 1 according to the invention, which is mounted according to the mounting method described in detail below. The clutch 1 is here produced as a friction clutch, in this case as a dry friction clutch (alternatively also as a friction clutch in an oil bath). The clutch 1 is intended to be mounted in the transmission of a motor vehicle, such as a passenger car, a truck, a bus or agricultural machine, and it serves, as it already is. s. known, of separable torque transmission element between a crankshaft of an internal combustion engine such as gasoline engine or diesel engine, and a gear / gearbox of the motor vehicle. The clutch 1 is furthermore made as a double clutch, but it may also be alternatively embodied as a single clutch, as a multi-disc clutch or as a combination thereof. The clutch object of the invention corresponds by its general structure to the friction clutch known from DE 10 2009 007 829 A1. The clutch 1 is divided into two clutch parts 7, 8, said two parts 7, 8 each comprising a plurality of clutch components 2, 3, 4, 5, 6, 9, 10. A second clutch portion 7 (also referred to as clutch portion 2) comprises at least a first pressure plate 3, a first clutch disk 9 and a first reaction plate 4. In a coupling position of the second clutch part 7, the first pressure plate 3 encloses the first clutch disk 9 with the first reaction plate 4 so as to produce a rotationally fixed connection between the first clutch plate 9 and the two plates 3, 4. In a service state of the clutch 1, the first reaction plate 4 is furthermore integrally connected in rotation to a crankshaft and, in position coupling the second clutch portion 7, it therefore transmits a torque of the crankshaft to a first gear input shaft to which the first clutch disc 9 is integrally connected in rotation. A first clutch portion 8 (also referred to as a clutch portion 1) also has a reaction plate, hereinafter referred to as a second reaction plate 6, a pressure plate, hereinafter referred to as a second pressure plate. 5, and a clutch disc, hereinafter referred to as a second clutch disc 10. The second clutch disc 10 and the plates 5, 6 are in the coupling position of the first clutch part 8 integrally connected in rotation between them. In addition, the second reaction plate 6 is in a service state of the clutch 1 connected in rotation to a crankshaft and, in the coupling position of the first clutch part 8, it transmits a torque of the crankshaft to a second gear input shaft to which the second clutch disk 10 is integrally connected in rotation. The clutch 1 also comprises a second clutch component in the manner of a housing / pot, in the form of a pressure box 2, said pressure box 2 being integrally connected in rotation to the crankshaft by the first and / or the second reaction plate 4, 6. The two reaction plates 4, 6 and the two pressure plates 3, 5 are in assembly / mounting state of the clutch 1 integrally connected in rotation to the pressure box 2, the pressure plates 3, 5 and the pressure box 2 being mounted to be movable at least in the axial direction.
    [0012] Several balancing weights / counterweights, hereinafter referred to as counterweights 11, are arranged / held / fixed on a first clutch component, which in the illustrated embodiment is formed as a first reaction plate 4, and which is therefore also provided with the reference sign 4. Alternatively, the first clutch component 4 may however also be made as another component of the clutch 1, and substantially like the second reaction plate 6, the first pressure plate 3, the second pressure plate 5 or as the pressure box 2. The first reaction plate 4 / the first clutch component 4 is made substantially in the form of plate / disk, being formed from a metal sheet. The first reaction plate 4 / the first clutch component 4 has several cavities 12 / housings / holes / openings along its periphery. The cavities 12 are formed in a radially outer zone of the first reaction plate 4 / of the first clutch component 4. Each of these cavities 12 is executed as a bore, in this case as a through bore. The cavities 12 are evenly distributed along the periphery. Before balancing the clutch 1 as described below, a counterweight 11 is fixed in each of the cavities 12 of the first clutch component 4.
    [0013] The counterweight 11 is visible in FIG. 2 and it is essentially made in the form of stud (pluggable). All the counterweights 11 have an identical shape. Each counterweight 11 has a head 13 whose diameter is greater than that of a rod-shaped insertion portion 14 of the counterweight 11 and which forms a shoulder relative thereto. The insertion portion 14 is clamped in the cavity 12 and has a plurality of reliefs formed by identical conical ridges which extend in the lengthwise direction of the stud-shaped counterweight 11, providing a fluted structure 15. The grooved structure 15 is provided on the outer peripheral surface of the insertion part 14. The grooved structure 15 is in this case provided and preferably made of hardened steel, so as to be embedded in the first clutch component 4 and to plastically deform the edge region forming the inner peripheral surface 10 of the cavity 12 during the connection / clamping of the counterweight 11 in the cavity 12. Alternatively to the realization of the counterweight 11 in the form of a stud, it will also be possible to provide the counterweight 11 in the form of rivet / balancing rivet (plastically deformable), essentially as a solid rivet or a hollow rivet, or in the form of a threaded element such as a screw (such as a self-tapping screw). Each counterweight 11 is always provided and set up / held in the corresponding cavity 12 of the first clutch component 4 so as to make the mounting force, ie the force required for the connection of the counterweight 11 to the component. clutch 4, substantially greater than the disassembly force, ie the force to be applied to separate / remove the counterweight 11 of the first clutch component 4. According to the mounting method according to the invention, the first clutch component 4, here made as the first reaction plate 4, is first prepared for mounting the clutch 1. Then (in other words, consecutively on the time axis), the plurality of counterweights 11 is connected to this first component. clutch 4, in this case tightened in the cavities 12. A counterweight 11 is set up by cavity 12 in the first clutch component 4, until all the cavities 12 available in In the housing of the counterweights 11 have received a counterweight 11. Then (in other words always consecutively on the time axis), the first clutch component 4 is mounted in the clutch 1 already partially assembled, the first clutch component 4 being integrally rotatably connected to the pressure box 2 and disposed adjacent the (first) clutch disk 9. The first pressure plate 3, the second pressure plate 5 and the second reaction plate 6 are also connected in solidarity in rotation between them. The clutch 1 is balanced once the clutch 1 is fully or at least partially mounted / assembled as a compact clutch (that is, consecutively on the time axis).
    [0014] The clutch 1 is however preferably completely assembled and can then be directly mounted on the transmission of a motor vehicle. Balancing is performed by separating from the first clutch component 4 at least one counterweight 11 (previously connected to the first clutch component 4) in an unbalance zone (previously mechanically preferably) of the clutch 1. The finding the unbalance zone is in this case preferably carried out by means of a current method of dynamic unbalance detection. The counterweight 11 corresponding is extracted from the cavity 12 for separation without being degraded. For this purpose, a stop may be precisely applied on the side where the head 13 of the counterweight 11 is located. The head 13 is in this case preferably on one side of the first reaction plate 4 remote from the second reaction plate 6. axial direction. The withdrawal as well as the stop are thus performed on the same side of the first reaction plate 4.
    [0015] It is also possible to remove also from the first clutch component 4 counterweights 11 less responsible or not responsible for the unbalance distribution during this balancing phase. This will also allow weight reduction.
    [0016] List of component part numbers 1 Clutch 2 Pressure box / second clutch 3 First pressure plate 4 First reaction plate / first clutch component 5 Second pressure plate 6 Second reaction plate 7 Second clutch part 8 First Clutch Part 9 First Clutch Disc 10 Second Clutch Disc 11 Counterweight 12 Cavity 13 Head 14 Insertion Part 15 Fluted Structure 20
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Assembly method for assembling a clutch (1) for the transmission of a motor vehicle, the clutch (1) comprising a plurality of clutch components and the method comprising at least the following successive steps: a) Preparation a first clutch component (4) intended to be rotatable, b) connecting a plurality of counterweights (11) to the first clutch component (4), c) connecting the different clutch components to form the clutch (1), at least the first clutch component (4) being integrally connected in rotation to a second clutch component, and d) balancing of the assembled clutch (1), separating from the first component clutch (4) at least one of the counterweight (11) previously connected to the first clutch component (4) in a detected unbalance zone of the clutch (1).
    [0002]
    2. A method of assembly according to claim 1, characterized in that the first clutch component (4) is in the form of a plate, substantially like a reaction plate (4), and / or in that the first component clutch (4) is constructed as a sheet metal tray, substantially as a sheet steel plate.
    [0003]
    3. Mounting method according to claim 1 or 2, characterized in that the counterweights (11) are connected to the first clutch component (4) so as to be fixed in the first clutch component (4) by adhesion and / or by correspondence of form.
    [0004]
    4. Mounting method according to one of claims 1 to 3, characterized in that the counterweights (11) are connected to the first clutch component (4) so as to be fitted into cavities (12) of the first component d clutch (4).
    [0005]
    5. Mounting method according to claim 4, characterized in that during the fitting of the counterweight (11), the first clutch component (4) is deformed plastically at least in the region of the cavity (12).
    [0006]
    6. Mounting method according to one of claims 1 to 5, characterized in that the separation of the counterweight (s) (11) of the first clutch component (9) comprises a withdrawal of or counterweight (11) out of the first clutch component (4).
    [0007]
    7. Mounting method according to one of claims 1 to 6, characterized in that the counterweights (11) are made at least partly in the form of rivets, screws or studs.
    [0008]
    Clutch (1) for a transmission of a motor vehicle, with a first clutch component (4) intended to be rotatable, such as a reaction plate (4), and a second connected clutch component integrally in rotation with the first clutch component (4), such as a pressure box (2), a plurality of counterweights (11) being applied at least on the first clutch component (4) for balancing an unbalance, characterized in that the counterweights (11) are made to be prepared geometrically and / or materially for removal from the first clutch component (4).
    [0009]
    9. Clutch (1) according to claim 8, characterized in that the counterweights (11) are housed in cavities (12) of the first clutch component (4).
    [0010]
    10. Clutch (1) according to claim 8 or 9, characterized in that each counterweight (11) is prepared, and cooperates with the cavity (12) associated with it in such a way that a disassembly force to be applied for the separation of each counterweight (11) is less than the mounting force to be applied for the connection of each counterweight (11).
    类似技术:
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    FR2762058A1|1998-10-16|ELASTIC COUPLING DEVICE BETWEEN TWO SUBSTANTIALLY ALIGNED SHAFTS
    FR2689191A1|1993-10-01|Clutch friction, especially for an industrial vehicle.
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    EP0688405B1|1998-12-02|Double flywheel, in particular for motor vehicles
    FR3044372A1|2017-06-02|IMPROVED FRICTION DEVICE AND USE THEREOF IN A CLUTCH FOR A MOTOR VEHICLE
    FR2618199A1|1989-01-20|TORSION SHOCK ABSORBER.
    EP0243230A1|1987-10-28|Spring washer assembly, e.g. cup springs, and flywheel for a drive train, in particular for a motor vehicle, including such an assembly
    EP0678172B1|1998-07-15|Clutch module having a thick-edged pressure plate
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    同族专利:
    公开号 | 公开日
    DE102015201585A1|2015-08-13|
    FR3017432B1|2020-01-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102009007829A1|2008-03-06|2009-09-10|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Friction clutch for a torque transmission device|DE102015201789A1|2015-02-03|2016-08-04|Schaeffler Technologies AG & Co. KG|Clutch with balanced pressure plate|
    KR20180059837A|2015-09-25|2018-06-05|섀플러 테크놀로지스 아게 운트 코. 카게|Dual clutch with torque transfer plate, system including clutch and tool, and method for balancing clutch|
    CN111272339B|2020-02-25|2021-08-06|中国航发南方工业有限公司|Clutch outer sleeve assembly balancing method and overrunning clutch assembling method|
    法律状态:
    2016-02-29| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-27| PLFP| Fee payment|Year of fee payment: 4 |
    2018-08-31| PLSC| Publication of the preliminary search report|Effective date: 20180831 |
    2019-02-27| PLFP| Fee payment|Year of fee payment: 5 |
    2020-02-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-02-24| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-16| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102014202321.1|2014-02-10|
    DE102014202321|2014-02-10|
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