DE102015210227A1 - powertrain - Google Patents

Abstract

The invention relates to a drive train (2) for a motor vehicle with a clutch-controlled four-wheel drive comprising a first shaft (28) and a second shaft (30) arranged along a common shaft axis (36) and comprising a controllable shaft coupling (26). wherein the controllable shaft coupling (26) comprises a sliding sleeve (38) which is displaceable by means of a positioning body (44) displaceable transversely to the shaft axis (36) between a decoupling position (42) and a coupling position (40) along the shaft axis (36). is displaceable, wherein the two shafts (28, 30) are decoupled when the sliding sleeve (38) is in the decoupling position (42) and wherein the two shafts (28, 30) are coupled when the sliding sleeve (38 ) is in the coupling position (40).

Description

The invention relates to a drive train for a motor vehicle with a clutch-controlled four-wheel drive comprising a first shaft and a second shaft, which are arranged along a common shaft axis, and comprising a controllable shaft coupling.

A part of the currently available motor vehicles is equipped with a so-called clutch-controlled four-wheel drive, which allows an operator or motor vehicle driver to vary the number of driven axles of the corresponding motor vehicle. The specification of the number of driven axles and thus the control of the four-wheel drive is typically carried out with the help of at least one controllable shaft coupling, by which it is possible to decouple an axle or rather the shaft of an axle of the drive unit of the corresponding motor vehicle or to couple to this. Corresponding controllable shaft couplings are for example from the WO 2012/171709 A1 or from the DE 102 17 576 A1 refer to.

Proceeding from this, the present invention seeks to provide an advantageous drive train for a motor vehicle.

This object is achieved by a drive train with the features of claim 1. Preferred developments are contained in the dependent claims.

A corresponding drive train is designed for a motor vehicle with a clutch-controlled four-wheel drive and comprises a first shaft and a second shaft, which are arranged along a common shaft axis and a controllable shaft coupling, by means of which the two waves can be coupled or decoupled. Here, the controllable shaft coupling on a sliding sleeve or sliding sleeve, which is displaceable by means of a displaceable transversely to the shaft axis adjusting body between a decoupling position and a coupling position along the shaft axis, wherein the two shafts are decoupled when the sliding sleeve in the decoupling Position and wherein the two shafts are coupled when the sliding sleeve is in the coupling position.

Of particular importance here is that the movement of the actuating body transverse to the shaft axis causes a movement of the sliding sleeve along the shaft axis, as this results in new design possibilities for the shaft coupling. As a result, then, for example, a more compact design for the controllable shaft coupling can be realized and / or a construction with a simpler structure, which consists for example of a smaller number of components.

For a simpler structure, which is consequently less susceptible to defects, it is furthermore advantageous if the controllable shaft coupling is configured in such a way that the displaceable actuating body can only be displaced along an axis or direction and, accordingly, performs a purely linear movement. The movement of the actuator is expediently predetermined and controlled by means of an actuator, which is preferably designed as a magnetic actuator and is electrically controlled. The control or activation of the actuator takes place, for example, manually by an operator or driver and / or automatically by a control unit.

With the help of the displaceable actuating body, in turn, the position of the sliding sleeve is predetermined and controlled, wherein the position of the displaceable actuating body correlates with the position of the sliding sleeve, so that by specifying the position of the actuating body and the position of the sliding sleeve is specified. For this purpose, the adjusting body and the sliding sleeve preferably touch on a contact surface, at least when the sliding sleeve is in a position between the decoupling position and the coupling position. In this case, the design and the orientation of the contact surface causes a force deflection such that a displacement of the actuator transversely to the shaft axis has a displacement of the sliding sleeve along the shaft axis result, so that a force exerted by the adjusting body transverse force is converted into acting in the direction of the shaft axis pushing force. The proposed force deflection is thus implemented in a very simple manner, which in turn comes to the reliability of the controllable shaft coupling in the drive train to good.

In the simplest case, the contact surface is even configured, so has no curvature, and tilted or obliquely to the direction of movement of the actuator and tilted or aligned obliquely to the shaft axis. It is further expedient if the contact surface is formed by the displaceable adjusting body and this is designed wedge-shaped for this purpose. A corresponding wedge-shaped adjusting body can be relatively easily manufactured and easily combined with an actuator, in particular a magnetic actuator, so that in this way an actuating unit is formed, which is controllable by an electrical control signal.

Since the sliding sleeve at least in the coupled state, so if this is in the coupling position, with at least one of the two waves with rotates, it is also advantageous if the sliding sleeve has a rolling bearing on which the actuating body engages. As a result, between the adjusting body and the sliding sleeve, if they touch, no simple formed by sliding friction sliding contact, instead the continuous load is determined by the contact between the actuating body and the sliding sleeve by the rolling friction in the rolling bearing, resulting in a significantly lower load on the individual Components leads.

Since the adjusting body and the sliding sleeve in case of need only touch, but not firmly connected to each other, it is further expedient if the sliding sleeve is spring-loaded by means of a spring element. In this case, then causes the displacement of the sliding sleeve by the actuating body movement of the sliding sleeve against the spring element and in a return of the actuating body then causes the spring element due to the acting restoring force a return of the sliding sleeve in a starting position. This means that the restoring force of the spring element acts, for example, in the direction of the coupling position on the sliding sleeve, when the sliding sleeve is in the decoupling position. It is expedient to carry out the spring element as a simple coil spring.

In favor of a simple and compact construction of the shaft coupling, it is also advantageous if the first shaft has a hollow cylindrical head piece, in which the sliding sleeve projects at least partially. On the inside of this head piece then a gear rim is further preferably positioned or formed, which, if the sliding sleeve is in the coupling position, cooperates with a gear rim on the outside of the sliding sleeve, so that by the intermeshing of the two gear rims a temporary coupling between the sliding sleeve and the first wave is given. By displacing the sliding sleeve from the coupling position into the decoupling position, the decoupling of the sliding sleeve from the first shaft then takes place, wherein the two gear rims are positioned offset from one another by the head piece on the one hand and the sliding sleeve on the other hand in the decoupling position in the direction of the shaft axis ,

In an advantageous embodiment, the head piece on the one hand and the sliding sleeve on the other hand, a plurality of spaced, annular gear rims, each gear rim engages the head piece of the first shaft in a ring gear of the sliding sleeve, when the sliding sleeve is in the coupling position, and wherein all gear rims, So both the gear rims of the sliding sleeve and the gear rims of the head piece, along the shaft axis are arranged side by side, as long as the sliding sleeve is in the decoupling position. In this way it is possible, on the one hand to keep the displacement of the sliding sleeve, so the distance between the coupling position and decoupling position low and on the other hand to keep the burden of gear rims low. The loads occurring due to the torques to be transmitted are simply distributed over several gear rims.

Furthermore, the sliding sleeve is expediently configured as a hollow cylinder and preferably a sliding shaft projects at least partially into the sliding sleeve. In this case, then that sliding shaft is connected or coupled to the sliding sleeve and thus interposed between the sliding sleeve and the second shaft. The sliding shaft preferably serves only for distance bridging, as a result of which a major part of the remaining components and assemblies of the drive train can be left virtually unchanged and need not be adapted for a modified drive train presented here. The here presented and modified controllable shaft coupling can thus be readily combined according to the modular principle with components, components or assemblies, such as a Vorderachsgetriebe, a drive train according to the prior art.

Further, the sliding shaft is expediently secured relative to the motor vehicle against movement in the direction of the shaft axis and, accordingly, only the sliding sleeve for a coupling or decoupling operation is preferably displaced along the shaft axis.

The coupling between the sliding sleeve and the sliding shaft is preferably formed as a permanent or permanent coupling and further preferably designed as a gear connection. For this purpose, the sliding sleeve on the inside and the sliding shaft on the outside in each case at least one gear rim, which are so far expanded in the direction of the common shaft axis, that they interlock independently of the position of the sliding sleeve.

Conveniently, the second shaft is then connected via a gear connection, in particular a permanent gear connection, with the sliding shaft.

Depending on the application, the sliding sleeve and the sliding shaft and / or the sliding shaft and the second shaft are permanently coupled by other non-rotatable connections, so for example by a connection in the manner of a bung.

As already mentioned above, to realize a modified drive train presented here, as few components and assemblies as possible are to be changed or adapted on the basis of a previously used drive train. Therefore, it is preferable for both the first shaft and the second shaft to remain unchanged components, wherein the first shaft is preferably arranged as an intermediate shaft between a transaxle and a bearing block and wherein the second shaft preferably as a wheel drive shaft of a suspension between the bearing block and a wheel is arranged.

The controllable shaft coupling, which connects the first shaft and the second shaft coupled to each other and between the first shaft and the second shaft is interposed, is also preferably integrated in the bearing block and is preferably prefabricated as an assembly unit for the final assembly of the drive train. According to one embodiment, the controllable shaft coupling is part of the front axle and serves to form a clutch-controlled all-wheel drive, the drive train preferably having exactly two controllable couplings, namely a controllable axle distributor gearbox and the controllable shaft coupling.

Embodiments of the invention will be explained in more detail with reference to a schematic drawing. Show:

1 1 is a block diagram of a drive train with a front axle drive of an intermediate shaft and a shaft coupling in a bearing block;

2 in a perspective view of the front axle together with the intermediate shaft and the shaft coupling in the bearing block,

3 in a side view, the intermediate shaft and the shaft coupling,

4 in a sectional view of the intermediate shaft and the shaft coupling,

5 in a perspective view, the intermediate shaft,

6 in a side view, a sliding sleeve and a sliding shaft of the shaft coupling,

7 in a perspective view, the sliding sleeve,

8th in a side view the sliding shaft as well

9 in a perspective view of the sliding shaft.

Corresponding parts are provided in all figures with the same reference numerals.

An example described below and in 1 sketched powertrain 2 is part of a not fully pictured passenger car with a clutch-controlled four-wheel drive. This includes the powertrain 2 an internal combustion engine 4 , a translation gearbox 6 , which is designed for example as a so-called automatic transmission, as well as a Achsverteilergetriebe 8th ,

The axle transfer case 8th is designed such that a Hinterachsantriebswelle 10 permanently via the axle transfer case 8th to the transmission gear 6 is coupled. The rear axle drive shaft 10 is again via a rear axle 12 permanently with the wheels 14 the rear axle 16 connected so that over this ultimately a permanent rear-wheel drive is realized.

In addition, the axle distributor allows 8th at any time the coupling of a front axle drive shaft 18 to the transmission gear 6 , so that in addition torque to a front axle 20 and thus a front axle 22 can be transferred. The passenger car thus has a permanent rear-wheel drive with switchable front-wheel drive.

In addition to the coupling and decoupling of the front axle drive shaft 18 through the axle transfer case 8th another always simultaneously executed coupling or decoupling takes place at the front axle 22 in the area of the right bearing block 24 , whereby the front axle drive shaft 18 as well as other components and assemblies of the wheels 14 the front axle 22 be decoupled as soon as the front-wheel drive is deactivated, so that they no longer rotate together, but are virtually shut down.

The coupling unit or shaft coupling provided for this purpose 26 is in the bearing block 24 integrated and in 2 to 4 shown. It connects an intermediate shaft 28 connected to the front axle 20 Tailored with a wheel drive shaft 30 , which rotates with a wheel 14 the front axle 22 is connected, and couples these together when needed for torque transmission.

To form the shaft coupling 26 has the intermediate shaft 28 on the longhorn 24 facing the end of a hollow cylindrical head piece 32 on, on whose inner circumferential surface a plurality of annular gear rims 34 are arranged. The gear wreaths 34 are in a section along a wave axis 36 evenly distributed, being between two sprockets 34 each leaving a distance that is slightly larger than the uniform width of the gear rims 34 ,

Part of the shaft coupling 26 is still a hollow cylinder-like sliding sleeve or sliding sleeve 38 , on whose outer surface also gear rings 34 are arranged. In the shaft coupling 26 becomes the sliding sleeve 38 if necessary, ie for coupling or decoupling of intermediate shaft 28 and wheel drive shaft 30 between a coupling position 40 and a decoupling position 42 shifted, with the gear rims 34 the sliding sleeve 38 and the gear wreaths 34 of the head piece 32 mesh when the sliding sleeve 38 in the coupling position 40 is located, and where the gear rims 34 the sliding sleeve 38 in the direction of the shaft axis 36 offset to the gear wreaths 34 of the head piece 32 are positioned when the sliding sleeve 38 in the final coupling position 42 located. The middle two gear wreaths 34 the sliding sleeve 38 then lie in the direction of the shaft axis 36 Seen exactly between two cogwheels 34 of the head piece 32 and the gear connection between the sliding sleeve 38 and the head piece 32 is no longer given.

The displacement of the sliding sleeve 38 between the coupling position 40 and the decoupling position 42 done with the help of a control body 44 and a coil spring 46 that in the head piece 32 rests and on the sliding sleeve 38 almost sitting down.

By means of a magnetic actuator 48 can the adjusting body 44 along a transverse direction 50 transverse to the shaft axis 36 move, in consequence of the wedge-shaped configuration of the actuating body 44 through the actuator 44 applied force in the transverse direction 50 is deflected and the sliding sleeve 38 , almost along the inclined contact surface 52 on the adjusting body 44 sliding, in the direction of the shaft axis 36 against the coil spring 46 is moved. Will the actuator over the actuator 48 moved back to its original position, then causes the restoring force of the screw fields 46 a return of the sliding sleeve 38 and thus the sliding sleeve 38 through the interaction of adjusting body 44 and coil spring 46 between the coupling position 40 and the decoupling position 42 back and forth.

To the loads for the adjusting body 44 and the sliding sleeve 38 through the contact in the area of the contact surface 52 to keep low has the sliding sleeve 38 a ball bearing designed as a rolling bearing 54 on which fixed to the hollow cylinder body of the sliding sleeve 38 connected and part of the sliding sleeve 38 is. At the rolling bearing 54 then lies the contact surface 52 immediately. Here is the contact surface 52 the only surface on the outer circumference of the rolling bearing 54 is applied.

The sliding sleeve 38 has on the inside one in the direction of the shaft axis 36 continuous toothing on which the sliding sleeve 38 rotatably with a sliding shaft 56 is connected, in turn, for this purpose on the outside of a corresponding toothing or a corresponding gear rim 34 having. The sliding shaft 56 This serves only for distance bridging and is in turn with the wheel drive shaft 30 rotatably connected, and here again a gear connection is used.

The invention is not limited to the embodiment described above. Rather, other variants of the invention can be derived therefrom by the person skilled in the art without departing from the subject matter of the invention. In particular, all the individual features described in connection with the exemplary embodiment can also be combined with each other in other ways, without departing from the subject matter of the invention.

LIST OF REFERENCE NUMBERS

2

powertrain

4

internal combustion engine

6

up gear

8th

axle transfer

10

Hinterachsantriebswelle

12

rear

14

wheel

16

rear axle

18

Vorderachsantriebswelle

20

front axle

22

Front

24

bearing block

26

shaft coupling

28

intermediate shaft

30

wheel drive shaft

32

headpiece

34

ring gear

36

shaft axis

38

sliding sleeve

40

Coupling position

42

Decoupling position

44

adjusting body

46

coil spring

48

actuator

50

transversely

52

contact area

54

roller bearing

56

sliding shaft

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2012/171709 A1 [0002]
• DE 10217576 A1 [0002]

Claims (15)

Powertrain ( 2 ) for a motor vehicle with a clutch-controlled four-wheel drive comprising a first shaft ( 28 ) as well as a second wave ( 30 ) along a common shaft axis ( 36 ) and comprising a controllable shaft coupling ( 26 ), characterized in that the controllable shaft coupling ( 26 ) a sliding sleeve ( 38 ), which by means of a transverse to the shaft axis ( 36 ) displaceable actuating body ( 44 ) between a decoupling position ( 42 ) and a coupling position ( 40 ) along the shaft axis ( 36 ) is displaceable, wherein the two shafts ( 28 . 30 ) are decoupled when the sliding sleeve ( 38 ) in the decoupling position ( 42 ) and where the two shafts ( 28 . 30 ) are coupled when the sliding sleeve ( 38 ) in the coupling position ( 40 ) is located. Powertrain ( 2 ) according to the preceding claim, characterized in that the actuating body ( 44 ) and the sliding sleeve ( 38 ) at a contact surface ( 52 ) touch over one of the actuating body ( 44 ) transverse force exerted in the transverse direction ( 50 ) in one in the direction of the shaft axis ( 36 ) acting sliding force is converted. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the actuating body ( 44 ) is wedge-shaped. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding sleeve ( 38 ) a rolling bearing ( 54 ) and that the actuating body ( 44 ) on the rolling bearing ( 54 ) attacks. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the actuating body ( 44 ) by means of a magnetic actuator ( 48 ) is movable. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding sleeve ( 38 ) by means of a spring element ( 46 ) is spring loaded. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the first wave ( 28 ) a hollow cylindrical head piece ( 32 ) and that the sliding sleeve ( 38 ) at least partially into the header ( 32 ) protrudes. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the head piece ( 32 ) on the inside and the sliding sleeve ( 38 ) on the outside depending on a gear rim ( 34 ), which engage with each other when the sliding sleeve ( 38 ) in the coupling position ( 40 ), and in the direction of the shaft axis ( 36 ) are positioned offset to each other, the sliding sleeve ( 38 ) in the decoupling position ( 42 ) is located. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the head piece ( 32 ) on the inside and the sliding sleeve ( 38 ) on the outside of each more, spaced, annular gear rims ( 34 ) exhibit. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding sleeve ( 38 ) has a hollow cylindrical shape and that a sliding shaft ( 56 ) at least partially into the sliding sleeve ( 38 ) protrudes. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding shaft ( 56 ) relative to the motor vehicle against movement in the direction of the shaft axis ( 36 ) is secured. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding sleeve ( 38 ) on the inside and the sliding shaft ( 56 ) on the outside in each case a gear rim ( 34 ), which regardless of the position of the sliding sleeve ( 38 ) intermesh. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the sliding shaft ( 56 ) in particular by means of a gear rim connection with the second shaft ( 30 ) is rotatably connected. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the controllable shaft coupling ( 36 ) in a bearing block ( 24 ) which is mounted between a suspension ( 30 ) and a final drive ( 20 ), in particular an axle differential, is arranged. Powertrain ( 2 ) according to one of the preceding claims, characterized in that the first wave ( 28 ) as an intermediate wave ( 28 ) between the axle drive ( 20 ) and the bearing block ( 24 ) and that the second wave ( 30 ) as a wheel drive shaft ( 30 ) of the suspension ( 30 ) between the bearing block ( 24 ) and a wheel ( 14 ) is arranged.

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